Control apparatus and method for vehicular suspension system

• US 5,944,763 A
• Filed: 09/26/1996
• Issued: 08/31/1999
• Est. Priority Date: 10/04/1995
• Status: Expired due to Fees

• Current Assignee: Hitachi, Ltd.
• Original Assignee: Unisia Jecs Corporation (Hitachi, Ltd.)
• Inventors: Iwasaki, Katsuya
• Primary Examiner(s): ZANELLI, MICHAEL J
• Application Number:
  US08/718,981
• Time in Patent Office: 1,069 Days
• Field of Search: 701/37, 701/38, 701/124, 280/707, 280/5.507, 280/5.5, 280/5.504, 340/440
• US Class Current: 701/37
• CPC Class Codes: B60G 17/0162 mainly during a motion involving steering operation, e.g. cornering, overtaking B60G17/0164 takes precedence
• CPC Class Codes: B60G 17/0165 to an external condition, e.g. rough road surface, side wind
• CPC Class Codes: B60G 17/08 Characteristics of fluid dampers adjusting fluid dampers in general F16F9/44 - F16F9/53
• CPC Class Codes: B60G 2400/102 vertical
• CPC Class Codes: B60G 2400/41 Steering angle
• CPC Class Codes: B60G 2400/821 Uneven, rough road sensing affecting vehicle body vibration
• CPC Class Codes: B60G 2400/91 Frequency
• CPC Class Codes: B60G 2500/11 Damping valves
• CPC Class Codes: B60G 2500/30 Height or ground clearance
• CPC Class Codes: B60G 2600/02 Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
• CPC Class Codes: B60G 2600/60 Signal noise suppression; Electronic filtering means
• CPC Class Codes: B60G 2800/012 Rolling condition
• CPC Class Codes: B60G 2800/162 Reducing road induced vibrations
• CPC Class Codes: B60G 2800/24 Steering, cornering
• CPC Class Codes: B60G 2800/916 Body Vibration Control
• CPC Class Codes: F16F 9/468 controlling at least one bypass to main flow path

Abstract

In an apparatus and method for a vehicular system, a control gain of a control signal to be outputted to the vehicular system is varied when a change in a weight of load applied to a vehicle body between an originally designed weight of load applied to a vehicle body and a present weight of load applied to the vehicle body occurs. The change in the weight of load applied to the vehicle body is determined according to a load mounted state determination signal R_M which is derived on the basis of a front road wheel side vertical status variable and a rear road wheel side vertical status variable.

Claims

1. An apparatus for an automotive vehicle, comprising:

at least two vehicular vertical acceleration detecting devices, a first of the vehicular vertical acceleration devices being arranged at one of a front left road and a front right road wheel side for detecting a vertical acceleration of a first vehicle body portion at the front road wheel side, and a second of the vehicular vertical acceleration devices being arranged at one of a front left and a front right rear road wheel side for detecting a vertical acceleration of a second vehicle body portion at the rear road wheel side; and

a control unit arranged for generating a load mounted state determination signal on a basis of the respective vertical accelerations at the front and rear road wheel sides, determining whether a change in a weight of load applied to a vehicle body between an originally designed vehicular weight and a present vehicular weight occurs on the basis of the generated load mounted state determination signal, and generating and outputting a control parameter as a control signal to a vehicular system, the control parameter being varied when determining that the change in the weight of load applied to the vehicle body occurs.

2. An apparatus for an automotive vehicle as claimed in claim 1, wherein said control unit sets a predetermined threshold value, calculates a number of times the load mounted state determination signal has exceeded the predetermined threshold value within a predetermined load mounted state determination period of time, and determines whether the change in the weight of load applied to the vehicle body between the originally designed weight of load and the present weight of load occurs according to the number of times calculated.

3. An apparatus for an automotive vehicle as claimed in claim 1, wherein said control unit determines amplitudes of the respective vertical accelerations detected by said at least two vehicular vertical acceleration detecting devices, determines a varied state of a front-road-wheel-side-and-rear-road-wheel-side weight ratio in the vehicle according to a compared value of front-road-wheel-side-and-rear-road-wheel-side amplitudes which is a comparison between the amplitudes of the respective vertical accelerations, and generates the load mounted state determination signal which is derived from the determined varied state of the front-road-wheel-side-and-rear-road-wheel-side weight ratio.

4. An apparatus for an automotive vehicle as claimed in claim 1, wherein said control unit determines amplitudes of signals corresponding to the respective vehicle accelerations detected by said at least two vehicular vertical acceleration detecting devices, determines a varied state of a center of gravity of the vehicle according to the amplitudes of the signals corresponding to the respective vehicle accelerations, and generates the load mounted state determination signal which is derived from the varied state of the center of gravity of the vehicle.

5. An apparatus for an automotive vehicle as claimed in claim 1, wherein said control unit estimates a vertical acceleration of the vehicle body at the rear road wheel side on the basis of predetermined transfer functions from the detected vertical accelerations at the front road wheel side, derives a compared value between the estimated vertical acceleration and the actually detected vertical acceleration at the rear road wheel side, and generates the load mounted state determination signal which is derived from the compared value therebetween.

6. An apparatus for an automotive vehicle as claimed in claim 1, wherein said control unit calculates a distance from a reference position of the vehicle to an instantaneous rotation center of the vehicle body according to the detected vertical accelerations, derives a moving average of the distance from the reference position to the instantaneous rotation center, and generates the load mounted state determination signal which is derived from the moving average of the distance.

7. An apparatus for an automotive vehicle as claimed in claim 1, wherein said control unit determines variation rates of both of plus and minus peak values of the vertical accelerations at the front and rear road wheel side, derives a compared value between the variation rates of the respective plus and minus peak values, and generates the load mounted state determination signal which is derived from the compared value therebetween.

8. An apparatus for an automotive vehicle as claimed in claim 1, wherein said vehicular system comprises a vehicular suspension system having a plurality of shock absorbers, each shock absorber being interposed between a sprung mass of the vehicle body and an unsprung mass of a corresponding one of the front left and right road wheels and the rear left and right road wheels, and a plurality of actuators, each actuator being connected to a corresponding one of the shock absorbers and being responsive to the control signal so as to control a damping force characteristic of the corresponding one of the shock absorbers to exhibit a target damping force characteristic according to the control signal, and

wherein said apparatus for the automotive vehicle comprises four vehicular vertical acceleration detecting devices, wherein a third of said vehicular vertical acceleration detecting devices is arranged at the other of the front left and right road wheels and wherein a fourth of said vehicular vertical acceleration detecting devices is arranged at the other of the rear left and right road wheels for detecting a vertical acceleration of the vehicle body at the other of the front left and right road wheel sides and the other of the rear left and right road wheel sides, and said control unit generates and outputs the control signal on the basis of the detected vertical accelerations of the four vehicular vertical acceleration detecting devices, the control signal having a control gain varied when the change in the weight of load applied to the vehicle body occurs.

9. An apparatus for an automotive vehicle as claimed in claim 8, wherein said control unit derives a first sprung mass vertical velocity signal (Δ

_XFS) at a first center portion of the vehicle body between first and second sprung mass vertical acceleration devices respectively arranged at the front left and right road wheels from an average of first and second sprung mass vertical acceleration signals respectively output by the first and second vertical sprung mass acceleration devices arranged at the front left and right road wheels, derives a first low pass filtered signal component (V_FL) from the first sprung mass vertical velocity signal (Δ

_XFS), derives each peak value of an absolute value of the first low pass filtered signal component, derives a first moving averaged signal component (V_MF) from the peak value of the absolute value of the first low pass filtered signal component, derives a second sprung mass vertical velocity signal (Δ

_XRS) at a second center portion between third and fourth sprung mass vertical acceleration devices respectively arranged at the rear left and right road wheels and which respectively output third and fourth sprung mass vertical acceleration signals, derives a second low pass filtered signal component (V_RL) from the third and fourth sprung mass vertical acceleration signals, derives a second moving averaged signal component (V_MR) from each peak value of the absolute value of the first low pass filtered signal component, and derives the load mounted state determination signal (R_M) from both of the first and second moving averaged signal components.

10. An apparatus for an automotive vehicle as claimed in claim 9, wherein said load mounted state determination signal R_M is expressed as follows:

R_M =V_MF /V_MR.

11. An apparatus for an automotive vehicle as claimed in claim 9, wherein said load mounted state determination signal R_M is expressed as follows:

space="preserve" listing-type="equation">R.sub.M =(V.sub.MF)/(V.sub.MF +V.sub.MR)·

Lw,

wherein Lw denotes a wheel base length.

12. An apparatus for an automotive vehicle as claimed in claim 8, wherein said control unit sets a predetermined threshold value (R_L) and determines whether a level of said load mounted state determination signal (R_M) exceeds the predetermined threshold value and whether a time duration during which the level of the load mounted state determination signal is continued for a predetermined period of time (Δ

t) to determine whether the change in the weight of load applied to the vehicle body occurs from the originally designed weight of load applied to the vehicle body.

13. An apparatus for an automotive vehicle as claimed in claim 8, wherein said four vehicular vertical acceleration detecting devices comprise four sprung mass vertical accelerations sensors, each sensor being arranged at the corresponding one of the front left and right road wheels and the rear left and right road wheels for detecting a vertical acceleration of the sprung mass and for outputting a respective sprung mass vertical acceleration signal, and

wherein said control unit determines whether the change in the weight of load applied to the vehicle body occurs according to the sprung mass vertical accelerations detected by the first and second vehicular vertical acceleration detecting devices respectively arranged at the front left and right road wheels and one of the third and fourth vehicular vertical acceleration detecting devices respectively arranged at the rear left and right road wheels.

14. An apparatus for an automotive vehicle as claimed in claim 13, wherein said control unit determines a sprung mass vertical velocity (Δ

x) and a relative velocity (Δ

x-Δ

x₀) between the sprung mass and the unsprung mass according to a signal indicating the detected sprung mass vertical acceleration by the corresponding one of the sprung mass vertical acceleration sensors and outputs the control parameter as a control signal to the corresponding one of the actuators according to the determined sprung mass vertical velocity and of the determined relative velocity and according to the determination of whether the change in the weight of load applied to the vehicle body occurs.

15. An apparatus for an automotive vehicle as claimed in claim 14, wherein said control unit derives a first sprung mass vertical acceleration signal (G_FS) at a first center portion of the vehicle body between the sprung mass vertical accelerations detected by the first and second sprung mass vertical acceleration sensors respectively arranged at the front left and right road wheels and a second sprung mass vertical acceleration signal (G_RS) at a second center portion of the vehicle body between the third and fourth sprung mass vertical acceleration sensors respectively arranged at the rear left and right road wheels, derives a first band pass filtered signal component (GFS_-H) from the first sprung mass vertical acceleration signal and derives a second band pass filtered signal component (GRS_-H) from the second sprung mass vertical acceleration signal, derives a first low pass filtered signal component (GFS_-L) indicating an amplitude between a peak value and a minus peak value of the first band pass filtered signal component and derives a second low pass filtered signal component (GRS_-L) indicating an amplitude between a plus peak value and a minus peak value of the second band pass filtered signal component, derives a first moving averaged signal component (Af) from the first low pass filtered signal component (GFS_-L) and a second moving averaged signal component (Ar) from the second low pass filtered signal component (GRS_-L), derives the load mounted state determination signal (R_M) from a distance of L between a position of the vehicle body at which the front left or right road wheel is mounted and a position of the vehicle body which is a center of gravity of the vehicle, the distance L being expressed as L=(Af/(Af+Ar))*Lw, wherein Lw denotes a wheel base length.

16. An apparatus for an automotive vehicle as claimed in claim 14, wherein said control unit outputs the respective control signals to two of the actuators for the shock absorbers arranged at the front left and right road wheels, each control signal therefor having a control gain (δ

_f) which is varied according to the level of the load mounted state determination signal (R_M) multiplied by a constant a, and

wherein said control unit outputs the respective control signals to two of said actuators for the shock absorbers arranged at the rear left and right road wheels, each control signal having the control parameter which is varied according to the level of the load mounted state determination signal (R_M) multiplied by a constant b (0<

a<

b).

17. An apparatus for an automotive vehicle as claimed in claim 16, which further comprises a vehicle speed sensor arranged for detecting a vehicle speed (Sv) and wherein said first transfer function G_B(S) is expressed as follows:

space="preserve" listing-type="equation">G.sub.B(S) =G.sub.1(S) ·

G.sub.2(S) ·

G.sub.3(S),

wherein G₁(S) denotes a transfer function from the portion of the vehicle body arranged at the first center of the front left and right road wheels to the road surface on which the vehicle is running, G₂(S) denotes a transfer function from the road surface to the portion of the vehicle body arranged at the second center of the rear left and right road wheels to the road surface on which the vehicle is running, G₂(S) denotes a transfer function from the road surface to the portion of the vehicle body arranged at the second center of the rear left and right road wheels, and G₃(S) denotes e^-s(WB/Sv), wherein e denotes an exponent, s denotes a Laplace operator, and WB denotes a wheel base length.

18. An apparatus for an automotive vehicle as claimed in claim 14, wherein said control unit generates and outputs the control signal to the corresponding one of the actuators when the direction of the sprung mass vertical velocity indicates upward with respect to a road surface on which the vehicle is running as follows:

space="preserve" listing-type="equation">P.sub.T =α

·

Δ

x·

K·

δ

,

wherein α

denotes a constant of an extension phase of the corresponding one of the shock absorbers, K denotes a gain set variably according to the determination of the relative velocity between the sprung mass and the unsprung mass, and δ

denotes the control gain whose value is varied when determining that the change in the weight of load applied to the vehicle body occurs, and said control unit outputs the control signal to the corresponding one of the actuators when the direction of the sprung mass vertical velocity indicates downward with respect to the road surface on which the vehicle is running as follows;

space="preserve" listing-type="equation">P.sub.T =β

·

Δ

x·

K·

δ

,

wherein β

denotes a constant of a compression phase of the corresponding one of the shock absorbers.

19. An apparatus for an automotive vehicle as claimed in claim 18, wherein said control unit derives a first sprung mass vertical acceleration signal (G_FS) at a first center portion of the vehicle body between the sprung mass vertical accelerations detected by the first and second vehicular vertical acceleration detecting devices respectively located at the front left and right road wheels and a second sprung mass vertical acceleration signal (G_RS) at a second center portion of the vehicle body between the sprung mass vertical accelerations detected by the third and fourth vehicular vertical acceleration detecting devices respectively located at the rear left and right road wheels, derives a first band pass filtered signal component (GFS_-H) from the first sprung mass vertical acceleration signal and a first low pass filtered signal component GFS_-L indicating an amplitude between a plus peak value and a minus peak value of the first band pass filtered signal component, derives a second band pass filtered signal component (GRS_-H) from the second sprung mass vertical acceleration signal and a second low pass filtered signal component GRS_-L indicating an amplitude between a plus peak value and a minus peak value of the second band pass filtered signal component, derives a first moving averaged signal component (Af) from the first low pass filtered signal component (GFS_-L) and derives a second moving averaged signal component (Ar) from the second low pass filtered signal component (GRS_-L), and derives the load mounted state determination signal (R_M) from a ratio (Af/Ar) between the first and second moving averaged signal components.

20. An apparatus for an automotive vehicle as claimed in claim 19, wherein said control unit changes the value of the control gain (δ

) from its original value (δ

_M) to a larger value (δ

_H) when determining that the change in the weight of load applied to the vehicle body from its original value in which only a vehicle driver rides on the vehicle and to a full weight of load applied to the vehicle body in which the number of occupants becomes a rated passenger capacity.

21. An apparatus for an automotive vehicle as claimed in claim 19, wherein said control unit is provided with a pair of two cascade-connected second-order band pass filters (BPF1, BPF2) arranged for passing a frequency band of 3 Hz of the first and second vertical sprung mass acceleration signals to extract the first and second band pass filtered signal components (GFS_-H, GRS_-H).

22. An apparatus for an automotive vehicle as claimed in claim 21, wherein said control unit is provided with a pair of first-order low pass filters (LPFs) having a cutoff frequency of 0.5 Hz and arranged for taking moving averages of the first and second low pass filtered signal components (GFS_-L, GRS_-L) to extract the first and second moving averaged signal components (Af, Ar).

23. An apparatus for an automotive vehicle as claimed in claim 19, wherein said control unit is provided with a pair of two cascade-connected second-order band pass filters (BPF1 and BPF2) arranged for extracting the first and second band pass filtered signal components (G_FS-H, G_RS-H) from the first and second sprung mass vertical acceleration signals (G_FS, G_RS) at the first and second center portions, said first and second band pass filtered signal components (G_FS-H, G_RS-H) being dead point frequency components of the first and second sprung mass vertical acceleration signals, respectively.

24. An apparatus for an automotive vehicle as claimed in claim 23, wherein each of said dead point frequency components is expressed as follows:

ω

_n is 2π

f_c, wherein f_c denotes a sprung mass resonance frequency.

25. An apparatus for an automotive vehicle as claimed in claim 24, wherein each of the pair pf the two-cascade connected band pass filters has a sharpness of Q=5 and has extracted frequency range from 1.2 Hz to 1.4 Hz.

26. An apparatus for an automotive vehicle as claimed in claim 24, wherein each of the pair of the two cascade-connected band pass filter has the sharpness of Q=5 and has extracted frequency range of about 3 Hz.

27. An apparatus for an automotive vehicle as claimed in claim 23, wherein each of the second-order band pass filters have a transfer function F_B(S) expressed as follows:

space="preserve" listing-type="equation">F.sub.B =(ω

/Q·

S)/(S.sup.2 +ω

/Q·

S+ω

.sup.2),

wherein ω

=2π

f_c, wherein S denotes a Laplace operator and f_c denotes cutoff frequencies of the second-order band pass filters.

28. An apparatus for an automotive vehicle as claimed in claim 13, wherein said control unit determines a sprung mass vertical velocity (Δ

x) by passing the sprung mass vertical acceleration signal derived from the corresponding one of the sprung mass acceleration sensors through a band pass filter (BPF) having a first low pass filter and a first high pass filter, said first low pass and high pass filters having cutoff frequencies having cutoff frequencies whose values are varied when the control unit determines that the change in the weight of load applied to the vehicle body occurs.

29. An apparatus for an automotive vehicle as claimed in claim 28, wherein said first low and high pass filters have cutoff frequencies, both cutoff frequencies thereof respectively being 0.3 Hz and 4 Hz when determining that the weight of load applied to the vehicle body corresponds to a vehicle driver'"'"'s weight of load applied to the vehicle body, and respectively being 0.2 Hz and 3 Hz when determining that the weight of load applied to the vehicle body is increased to a full weight of load applied to the vehicle body.

30. An apparatus for an automotive vehicle as claimed in claim 13, wherein said control unit derives a first sprung mass vertical acceleration signal (G_F) at a first center portion of the vehicle body between two of the sprung mass vertical acceleration sensors arranged at the front left and right road wheels from an average of the two sprung mass vertical acceleration signals generated by the two sprung mass vertical acceleration sensors arranged at the front left and right road wheels, derives a second sprung mass vertical acceleration signal component (Gr) to be transmitted from the first sprung mass vertical acceleration signal (G_F) to a second center portion of the vehicle body between the two of the sprung mass vertical acceleration sensors arranged at the front left and right road wheels as a function of a first transfer function (G_B(S)) between the first and second center portions, derives a third sprung mass vertical acceleration signal component (Gb) to be transmitted from the first sprung mass vertical acceleration signal component (G_b) to be transmitted from the first sprung mass vertical acceleration sensors as a function of a second transfer function between the first and second center portions as the sprung mass, adds the second and third sprung mass vertical acceleration signal components (Gr+Gb) together to derive a fourth sprung mass vertical acceleration signal component as a sprung mass vertical acceleration estimated value (G_R-s), derives a fifth sprung mass vertical sprung mass acceleration signal (G_R) from an average of two sprung mass vertical acceleration signals detected by two of the sprung mass vertical acceleration signals arranged at the rear left and right road wheels, derives first and second band pass filtered signal components (G_R1 and G_R-s1) from the fifth and fourth sprung mass vertical acceleration signals (G_R and G_R-s), derives first and second high pass filtered signal components (G_R2 and G_R-s2) from the first and second band pass filtered signal components, derives first and second low pass filtered signal components (P_R1 and P_R-s1) indicating amplitudes between plus peak values and minus peak values of the first and second high pass filtered signal components (PR and PR_s) from the first and second low pass filtered signal components, and derives the load mounted state determination signal (R_M) from the first and second moving averaged signal components.

31. An apparatus for an automotive vehicle as claimed in claim 30, wherein said control unit sets a predetermined threshold value (R_L), determines whether a level of the load mounted state determination signal (R_M) exceeds the predetermined threshold value (R_L), and determines whether a time duration during which the load mounted state determination signal (R_M) exceeds the predetermined threshold value is continued for a predetermined period of time (Δ

t) to determine whether the weight of load applied to the vehicle body is changed to an increased direction.

32. An apparatus for an automotive vehicle as claimed in claim 31, wherein said load mounted state determination signal R_M is expressed as follows:

space="preserve" listing-type="equation">R.sub.M =PR.sub.-s /P.sub.R.

33.

33. An apparatus for an automotive vehicle as claimed in claim 32, wherein said control unit determines each of sprung mass vertical velocity signals (Δ

x) according to the corresponding one of the sprung mass vertical acceleration signals generated by the corresponding one of the sprung mass vertical acceleration sensors and passed through a band pass filter having a high pass filter and a low pass filter, said high pass filter having a cutoff frequency (f_H) of 0.3 Hz when said control unit determines that only the vehicle driver rides on the vehicle and of 0.2 Hz (f'"'"'_H) when a full weight of load is applied to the vehicle body, and said low pass filter having a cutoff frequency of 4 Hz (f_L) when said control unit determines that only the vehicle driver rides on the vehicle and of 3 Hz when said control unit determines that the full weight of load is applied to the vehicle body.

34. An apparatus for an automotive vehicle as claimed in claim 32, wherein each of the sprung mass vertical velocity signals generated by the corresponding one of the sprung mass vertical acceleration signals is passed through a band pass filter having a high pass filter and a low pass filter, said high pass filter having a cutoff frequency (f_H) of 0.3 Hz when said control unit determines that only the vehicle driver rides on the vehicle and of f'"'"'_H which is expressed as follows:

f'"'"'_H =γ

·

f_H, wherein γ

=m √

R_M and m denotes a positive constant, and said low pass filter having a cutoff frequency f_L of 4 Hz when said control unit determines that only the vehicle driver rides on the vehicle and of f'"'"'_L which is expressed as f'"'"'_L =ε

·

f_L, wherein ε

=n/√

R_M, wherein n denotes a positive constant.

35. An apparatus for an automotive vehicle as claimed in claim 1, wherein said control unit sets a predetermined threshold value (R_ML), measures a number of times the load mounted state determination signal has exceeded the predetermined threshold value (R_ML) within a predetermined load weight change determination period of time (N_E) and determines that the change in the weight of load applied to the vehicle body from the originally designed weight of load to a full weight of load applied to the vehicle body occurs when the measured number of times (Nt) has exceeded a predetermined number of times (N_R).

36. An apparatus for an automotive vehicle as claimed in claim 35, which further comprises a vehicle speed sensor arranged for detecting a vehicle speed, and wherein said control unit determines whether the change in the weight of load applied to the vehicle body occurs when the detected vehicle speed is above a predetermined vehicle speed, and inhibits the determination of the change in the weight of load applied to the vehicle body when the detected vehicle speed is below the predetermined vehicle speed.

37. An apparatus for an automotive vehicle as claimed in claim 36, which further comprises a door open or closure sensor arranged for detecting whether any door of the vehicle is opened, and wherein said control unit maintains the value of the control parameter after the change in the value of the control parameter has been carried out when determining that the change in the weight of load applied to the vehicle body occurs, restarts the determination of whether the change in the weight of load applied to the vehicle body occurs when the door open or closure sensor detects that any door is opened, and changes the value of the control parameter only when the determination result of the change in the weight of load applied to the vehicle body is different from a previous determination result of the change in the weight of load applied to the vehicle body.

38. An apparatus for a vehicular suspension system as claimed in claim 36, which further comprises an ignition switch arranged for detecting whether an ignition switch of the vehicle is turned off, and wherein said control unit maintains the value of the control parameter after the change in the value of the control parameter has been carried out when determining that the change in the weight of load applied to the vehicle body occurs when the ignition switch is turned off, and changes the value of the control parameter only when the determination result of the change in the weight of load applied to the vehicle body is different from a previous determination result of the change in the weight of load applied to the vehicle body.

39. A method for controlling a vehicular system comprising the steps of:

detecting a vertical status variable of a front road wheel side and a vertical status variable of a rear road wheel side;

generating and outputting a control signal to the vehicular system so as to control a variable of the vehicular system to achieve a target variable;

determining a load mounted state determination signal on the basis of the vertical status variables;

determining whether a change in a weight of load applied to a vehicle body between an originally designed weight of load applied to the vehicle body and a present weight of load applied to the vehicle body occurs on the basis of the load mounted state determination signal; and

varying a control parameter determining the control signal when the change in the weight of load applied to the vehicle body occurs.