JPH05319053A - Suspension control device for vehicle - Google Patents

Abstract

PURPOSE:To improve the convergent property when a turning round running is finished, in a suspension control device for vehicle which can convert the longitudinal distribution of the left side and the right side load transfer amounts. CONSTITUTION:The lateral acceleration YG and the steering angle velocity theta' operating to wheels in a turning round running are read (Step S1 to S2), and from the value ¦YG¦' obtained by high-pass filtering the lateral acceleration YG, a component ¦YG¦'>0 of the direction to increase the turning round is extracted (Step S3 to S6). And it is decided whether it is in a turning round condition or in a convergent condition from the corelation of the lateral acceleration YG and the steering angle velocity theta', and the condition coefficient gamma is set at '0' when it is a turning round condition at least, while at '1' when it is in a convergent condition (Step S7). And a roll rigidity distribution correcting value alpha is calculated depending on the extracted component ¦YG¦', the condition coefficient gamma, and the like (Step S8), this roll rigidity contribution correcting value DELTAalpha is added to a roll rigidity standard contribution value alpha0 so as to set the roll rigidity front distribution alpha, and thereby, the steering property is under-steered in a convergent time.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension which changes the front and rear roll rigidity of a vehicle in accordance with the force acting on the vehicle during turning, thereby achieving both swift turning performance and stable traveling performance. Regarding the control device.

[0002]

2. Description of the Related Art A conventional vehicle suspension control device is disclosed in, for example, Japanese Patent Laid-Open No. 62-198511. This conventional example determines whether the vehicle body is in a turning operation state or a convergence operation state based on the yaw rate generated in the vehicle, and determines the steer characteristic of the vehicle as an oversteer or neutral steer characteristic during the vehicle body turning operation. By controlling the roll rigidity of the front and rear wheels independently so that the understeer characteristics sometimes occur,
This is to enable both swift turning motion and stable running.

[0003]

However, in the above-mentioned conventional vehicle suspension control device, by comparing the differential value of the absolute value of the yaw rate with a predetermined set value, it is possible to determine whether the yaw rate is actually in the turning state or in the converged state. Since the turning state is determined whether or not there is any, the actual driver is determined to be in the turning state even though the steering wheel has already been turned back to the converged state when the lane is changed, and the yaw rate is changed. It is determined that the vehicle is in the converged state only after it decreases, and then the steer characteristic of the vehicle is understeered. Therefore, since the detection of the convergent state is slow and the timing of understeering is late, there is an unsolved problem that agile convergence cannot be obtained during turning.

Further, when the steer characteristics are changed, the roll rigidity distribution is changed according to the set value, so that the change of the roll rigidity is not continuous. Therefore, the steer characteristics are suddenly switched and the steer characteristics are connected. There is also an unsolved problem of lacking. Therefore, the present invention was made by paying attention to the unsolved problem of the above-mentioned conventional example, and when turning, accurately performs the determination of the turning convergence, after ensuring the effectiveness of the rudder during the turning operation. An object of the present invention is to provide a suspension control device that can obtain agile convergence during a convergence operation.

[0005]

In order to achieve the above object, the present invention provides a suspension control device for a vehicle in which a front-rear distribution of a left-right load movement amount generated according to a lateral acceleration acting on a vehicle can be varied. A turning state detecting means for detecting a turning state by a force acting on the vehicle, and a turning degree combined amount extracting means for extracting a component in a direction in which the turning degree is strengthened from a value obtained by high-pass filtering the turning state detection value of the turning state detecting means. A steering angular velocity detecting means for detecting a steering angular velocity of the vehicle; and a turning convergence detection for detecting a turning convergence state from a correlation between a turning state detection value of the turning state detecting means and a steering angular velocity detection value of the steering angular velocity detecting means. And a left and right load according to the turning degree combined component extracted by the turning degree combined amount extracting unit when the turning convergence state is detected by the turning convergence detecting unit. And a load distribution control means for controlling the longitudinal distribution of the moving amount, and controls to increase the front distribution of lateral load shift amount only when the convergence determination.

[0006]

According to the present invention, in the vehicle suspension control device capable of varying the front-rear distribution of the left-right load movement amount generated in accordance with the lateral acceleration acting on the vehicle, the turning state detecting means and the steering angular velocity detecting means are used during turning. The force acting on the vehicle and the steering angular velocity are detected, the turning convergence state of the vehicle is detected by the turning convergence detecting means from the correlation of these detected values, and the turning degree combined amount extracting means calculates the turning state based on the detected turning state value. According to the turning degree combined component that is a component in the direction in which the degree of turning that has been strengthened and the turning convergence state,
By controlling the front / rear distribution of the left / right load movement amount and increasing the front distribution of the left / right load movement amount only in the converged state so as to understeer the steer characteristic of the vehicle, the convergence property of the vehicle during turning can be improved. Achieve both stable running performance.

[0007]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 is a schematic configuration diagram showing the first embodiment of the present invention. In the figure, 10FL to 10RR are front left to rear right wheels, 12 is a wheel side member, and 14 is a vehicle body side member.
Reference numeral 16 indicates an active suspension.

The active suspension 16 includes hydraulic cylinders 18FL to 18RR as fluid pressure cylinders provided separately between the vehicle body side member 14 and each wheel side member 12.
And pressure control valves 20FL to 20RR for adjusting the operating hydraulic pressures of the hydraulic cylinders 18FL to 18RR, a hydraulic source 22 of the present hydraulic system, the hydraulic source 22 and the pressure control valve 20.
Accumulators 24, 24 for accumulating pressure interposed between FL and 20RR, a lateral acceleration sensor 26 for detecting lateral acceleration acting in the lateral direction of the vehicle body, a steering angle sensor 27 for detecting a steering angle, and these lateral accelerations. The lateral acceleration detection value Y _{G of the} sensor 26 and the steering angle detection value θ of the steering angle sensor 27 are input, the pressure command value for each pressure valve is calculated, and the output pressures of the pressure control valves 20FL to 20RR are calculated based on the calculated values. It has a controller (command value calculation means) 30 that controls individually.

Also, the active suspension 16 is
Wheel side member 1 with respect to hydraulic cylinders 18FL to 18RR
2, and the coil springs 36, ...
A throttle valve 3 that individually communicates with a pressure chamber L of the 18RR described later.
2 and an accumulator 34 for absorbing vibration. Here, each coil spring 36 has a relatively low spring constant and supports the static load of the vehicle body.

Each of the hydraulic cylinders 18FL to 18RR has a cylinder tube 18a, and an upper pressure chamber L closed by a piston 18c is formed in the cylinder tube 18a. And the cylinder tube 18
The upper end of a is attached to the vehicle body side member 14, and the lower end of the piston rod 18b is attached to the wheel side member 12.

Further, each of the pressure control valves 20FL to 20RR has a valve housing having a spool slidably accommodated in a cylindrical insertion hole, and a proportional solenoid integrally provided in the valve housing. It is a pilot operated type. This pressure control valve 20FL to 20RR
The hydraulic oil supply port and the return port for the hydraulic oil are communicated with the hydraulic oil supply side and the hydraulic oil return side of the hydraulic source 22 via the hydraulic pipes 38 and 39, and the output ports of the hydraulic cylinders 18FL to 18RR are connected via the hydraulic pipe 40. It communicates with each of the pressure chambers L.

Therefore, by controlling the value of the exciting current I supplied to the proportional solenoid, the thrust due to the exciting current I and the pilot pressure formed based on the output pressure on the output port side are balanced to adjust the pressure. After all, the output pressure P corresponding to the exciting current I is output from the output port to the hydraulic cylinder 18FL.
It can be supplied to the pressure chamber L (up to 18 RR).

Here, the output pressure P outputs a predetermined offset pressure P _O when the exciting current I is zero, and when the exciting current I increases in the positive direction from this state, a predetermined proportional gain K is added to this. It increases with ₁ and becomes saturated when the pressure P ₂ of the hydraulic power source 22 is reached. When the exciting current I increases in the negative direction, the output pressure P decreases in proportion to this. On the other hand, the lateral acceleration sensor 26 outputs a lateral acceleration detection value Y _G that is a voltage proportional to the lateral acceleration that is positive when the vehicle is steered right from the straight running state and is negative when the vehicle is steered to the left. Further, the steering angle sensor 27 outputs a steering angle detection value θ which is a voltage output according to the steering angle.

The controller 30, as shown in FIG.
The lateral acceleration detection value Y _{G of the} lateral acceleration sensor 26 and the steering angle detection value θ of the steering angle sensor 27 are input, and the steering angle sensor 2
7, the differentiator 80 for calculating the steering angular velocity θ ′ from the steering angle detected value θ, and the operation state of the turning convergence is determined based on the steering angular velocity θ ′ and the lateral acceleration detected value Y _{G of the} lateral acceleration sensor 26 to converge. At the time of determination, based on the roll rigidity front distribution α of the roll rigidity distribution control circuit 70 and the roll rigidity distribution control circuit 70 that controls to increase the roll rigidity front distribution α that determines the lateral load movement amount, the lateral acceleration detected value Y is obtained. _A front wheel roll rigidity distribution adjuster 60F that multiplies _G by α, and a rear wheel roll rigidity that multiplies the lateral acceleration detection value Y _G by (1-α) based on the roll rigidity front distribution α of the roll rigidity distribution control circuit 70. Distribution adjuster 60R and roll rigidity distribution adjuster 60
Output voltage V obtained by multiplying the output value of F by a predetermined gain K _YG and outputting the output voltage V _F of the front wheel side gain adjuster 50F and rear wheel side roll stiffness distribution adjuster 60R by a predetermined gain K _YG. a wheel gain controller 50R after outputting the _R, and sign inverter 52F for inverting the sign of the output voltage V _F of the front wheel gain adjuster 50F, the sign of the output voltage V _R of the rear wheel gain controller 50R And a sign inverter 52R for inverting.

The output voltage V _{F of the} front wheel side gain adjuster 50F and the output voltage V _{R of the} rear wheel side gain adjuster 50R.
The front-wheel gain controller and configured driving circuit 51FL output voltage V _F at floating type constant current circuit, for example for converting a current value of 50F, the front wheel gain controller 50F of the output voltage V _F is the sign inverter 52F And a drive circuit 51FR similar to the drive circuit 51FL for converting the current value into a current value, and an output voltage V of the rear wheel gain adjuster 50R.
A drive circuit 51RL similar to the drive circuits 51FL and 51FR for converting _R into a current value, and a rear wheel side gain adjuster 50R
Of the output voltage V _R of the
Excitation current I _FL that is input to each of the drive circuits 51FL to 51RL for converting this into a current value and the same drive circuit 51RR and is output from each of the drive circuits 51FL to 51RR
I _RR is input to the proportional solenoid of each pressure control valve 20FL to 20RR.

Here, the roll rigidity distribution control circuit 70 is
The lateral acceleration detection value Y _G and the steering angular velocity θ ′ are input, the turning convergence is determined based on these input values, and only when the convergence operation state is determined, the lateral acceleration detection value Y _G is determined. The roll stiffness front distribution α is changed and output. next,
The operation of the above embodiment will be described with reference to the flowchart of FIG. 4 showing the processing procedure of the roll rigidity distribution control circuit 70.

When the vehicle turns, the lateral acceleration sensor 26 detects the lateral acceleration, and the detected lateral acceleration value Y _G and the steering angular velocity θ'calculated from the steering angle detection value θ detected by the steering angle sensor 27 are calculated. Based on this, the processing shown in FIG. 4 is performed.
First, in steps S1 and S2, the steering angular velocity θ ′ obtained from the lateral acceleration detection value Y _G of the lateral acceleration sensor 26 and the steering angle detection value θ of the steering angle sensor 27 is read. The process proceeds to step S3, and the absolute value of the lateral acceleration detection value Y _G | Y _G
|, And then in step S4, the lateral acceleration detection value Y
By processing high-pass filter, a lateral acceleration variation | | Y _G | absolute value of _{G Y G | '(= d} | Y G | /
dt) is calculated. Then, the routine proceeds to step S5, where it is judged whether or not the variation | Y _G | 'of the lateral acceleration is a positive value (| Y _G |'> 0). If | Y _G | '> 0, When | Y _G | '≤ 0, the process proceeds to step S6, and | Y _G |' = 0 is set, and only the increasing component of the lateral acceleration, which is the component in the direction in which the turning degree is strengthened, is extracted. Then, it transfers to step S7.

In step S7, the turning coefficient is determined based on the correlation between the detected lateral acceleration value Y _G and the steering angular velocity θ ', and the state coefficient γ is set. In this turning convergence determination, as shown in the flowchart of FIG. 5, first, at step S71, is the product of the lateral acceleration detection value Y _G and the steering angular velocity θ ′ a negative value (Y _G · θ ′ <0)? Determine whether or not. Y _G
When θ ′ <0, it is determined that the vehicle is in a converged state, the process proceeds to step S73, and the state coefficient γ representing the turning state is set to γ.
= 1 and it transfers to step S8. When Y _G · θ ′ ≧ 0 in step S71, it is determined that the vehicle is in the turning state, the process proceeds to step S72, and the absolute value | θ ′ | of the steering angular velocity θ ′ is set to the arbitrarily set steering angular velocity S. Is greater than the absolute value | S | of (| θ '|> | S |). If | θ'|> | S |, it is determined that the initial state of turning is in step S74. Transition to state coefficient γ
Is set to γ = 0, and the process proceeds to step S8.

If │θ'│≤│S│ in step S72, it is assumed that the turning state has changed to the convergent state or from the convergent state to the turning state. Then, the process proceeds to step S75 and the following equation (1) is used. The state coefficient γ is set by, and the process proceeds to step S8. In step S8, the increase in lateral acceleration is added to the state coefficient γ.
Y _G | ′ is multiplied by the adjustment gain K to obtain the roll composite distribution correction value Δα (equation (2) below).

Δα = Kγ│Y _G │ '(2) Then, the process proceeds to step S9, and the roll composite distribution correction value Δ
It is determined whether α is Δα> Δα _MAX , and Δα> Δ
If α _MAX , the process proceeds to step S10 and Δα
= Δα _MAX , the process proceeds to step S11, and Δα ≦
If Δα _MAX , the process directly goes to step S11. Here, Δα _MAX is a value determined by the roll rigidity distribution variable width of the suspension control system, and the roll rigidity distribution correction value Δα is limited by the roll rigidity distribution variable width of the suspension control system.

[0021] In step S11, calculates the roll stiffness front allocation alpha adds roll stiffness basic distribution alpha ₀ is a preset roll rigidity front distribution values in roll stiffness distribution correction value [Delta] [alpha], then roll in step S12 The rigidity front distribution α is set to the roll rigidity distribution adjusters 60F and 6
Output to 0R. The roll rigidity basic distribution α ₀ can be arbitrarily set in the range of 0 <α ₀ <1 in accordance with the desired steer characteristic. For example, when the neutral steer characteristic is used when traveling straight ahead, Set α ₀ = 0.5.

Here, the lateral acceleration sensor 26 corresponds to the turning state detecting means of FIG. 1, and the steering angle sensor 27 and the differentiator 8 are provided.
0 corresponds to the steering angular velocity detecting means and corresponds to step S3 in FIG.
Steps S7 to S6 correspond to the turning degree composite amount extraction means.
(Steps S71 to S75 in FIG. 5) correspond to the turning convergence detection means, and steps S8 to S12 correspond to the load distribution control means.

Next, the operation of the above embodiment will be described with reference to FIG. 6 showing the behavior of the vehicle when traveling on an S-shaped road. Now, it is assumed that the vehicle is traveling straight on a good road having no unevenness on the road surface between time points t ₀ and t ₁ . In this state, since no lateral acceleration is generated in the vehicle body, the lateral acceleration detection value Y _G of the lateral acceleration sensor 26 becomes substantially zero, as shown in FIG. 6B. Further, the steering angle detection value θ of the steering angle sensor 27 is substantially zero because the vehicle is traveling straight, and therefore the steering angular velocity θ ′ is also substantially zero (FIG. 6 (a)).

Since the lateral acceleration detection value Y _G of the lateral acceleration sensor 26 is substantially zero, the absolute value | Y _G | of the lateral acceleration detection value Y _G also becomes zero (FIG. 6 (c)). The increase in lateral acceleration | Y _G | 'also becomes zero (FIG. 6 (e)).
Then, when the turning convergence is determined in step S7 and the state coefficient γ is obtained, the steering angular velocity θ ′ is substantially zero, so that γ = 1 from the equation (1), and then the roll rigidity distribution is obtained from the equation (2). When the correction value Δα is calculated, | Y _G | ′ =
Since 0, Δα = 0, and roll rigidity basic distribution α
_When the roll rigidity distribution correction value Δα is added to ₀ and the roll rigidity front distribution α is calculated, α = α ₀ .

Here, since the lateral acceleration detection value Y _G is substantially zero, the output voltages V _F and V _{R of} the front wheel side gain adjuster 50F and the rear wheel side gain adjuster 50R are also substantially zero, and the drive circuit 51FL.about. The exciting currents I _{FL to} I _RR as command values output from the 51RR also become substantially zero, and each pressure control valve 20FL
The exciting coil of the proportional solenoid of ˜20RR is in the non-excited state.

Therefore, a predetermined offset pressure P ₀ is applied to each hydraulic cylinder 18FL from the pressure control valves 20FL to 20RR.
The pressure is output to the pressure chamber L of 18 RR and the vehicle body is supported in a flat state with a predetermined vehicle height value. Further, in this state, among the vibration inputs input from the road surface via the wheels 10FL to 10RR, the vibration input having a relatively low frequency corresponding to the sprung resonance frequency is absorbed by each throttle valve 32.

When the steering wheel is turned to the right at the time t ₁ from this straight traveling state,
The steering angular velocity θ ′ and the lateral acceleration detection value Y _G gradually increase between the time points t _{1 and} t _{2 in the} initial turning period until the steering angular velocity θ ′ becomes equal to the set value S, and the steering angular velocity θ ′ and the lateral acceleration The increment | Y _G | 'also increases (FIGS. 6 (a) to 6 (e)).

Next, when the turning convergence is determined in step S7 and the state coefficient γ is obtained, the product of the lateral acceleration detection value Y _G and the steering angular velocity θ'is a positive value (Y _G · θ '≧ 0), Since the absolute value | θ '| of the steering angular velocity θ'is less than or equal to the absolute value | S | of the set value S (| θ' | As shown in 6 (f), the state coefficient γ gradually decreases from “1” to “0”. Based on the calculated state coefficient γ, the roll rigidity distribution correction value Δα is calculated by the above equation (2), and the roll rigidity basic distribution α
_The roll rigidity front distribution α is calculated by adding the roll rigidity distribution correction value Δα to ₀ .

[0029] Then, exceeds the set value S is steering angular velocity theta ', in the period from the time point t ₂ ~t ₃ is in turning round, step S7
When the turning convergence determination is performed with the state coefficient γ, the product of the lateral acceleration detection value Y _G and the steering angular velocity θ ′ is a positive value (Y _G
· Θ ′ ≧ 0) and the absolute value of the steering angular velocity θ ′ | θ ′ |
Is larger than the absolute value | S | of the set value S (| θ '|> | S
|), The state coefficient γ is γ = 0. When the roll rigidity distribution correction value Δα is obtained, Δα = 0, and the roll rigidity front distribution α becomes α = α ₀ . Therefore, the roll stiffness front distribution α is not changed, and the steer characteristic is maintained at, for example, the neutral steer characteristic.

At this time, the lateral acceleration detection value Y _G is a positive value (Y _G > 0), and based on the calculated roll rigidity front distribution α, the lateral acceleration gain Y _{G is set} to the roll rigidity front distribution α or ( 1-alpha) with a predetermined gain K _YG output voltage V _F and V _R multiplied are each operation, which is supplied directly to the driving circuits 51FL and 51RL, these drive circuits 51
It is converted into exciting currents I _FL and I _RL by FL and 51 _RL and is supplied to the proportional solenoids of the left side pressure control valves 20FL and 20RL. On the other hand, right pressure control valves 20FR, 20RR
Command value -V _F and -V _R is driving circuit sign inversion for 51FR, excited by 51RR current -I _FL and -I _RL
Are converted to and supplied respectively.

As a result, the left pressure control valve 20FL,
The output pressure P of 20RL is increased from the offset pressure P ₀ ,
In response to this, the pressure in the pressure chamber L of the left hydraulic cylinders 18FL, 18RL increases, and a thrust force against the roll of the vehicle body is generated. On the other hand, the output pressure P of the right pressure control valves 20FR and 20RR is lower than the offset pressure P ₀ , and the pressure of the pressure chamber L of the right hydraulic cylinders 18FR and 18RR is reduced accordingly, and is controlled to a thrust that does not promote the roll. It

Next, during the time t _{3 to} t ₄ during which the turning state of the right turn is shifted to the converged state until the steering angular velocity θ ′ becomes smaller than the set value S and becomes “0”, the lateral acceleration is generated. The product of the detected value Y _G and the steering angular velocity θ ′ is a positive value (Y _G ·
θ ′ ≧ 0), and the steering angular velocity θ ′ is | θ ′ | ≦ | S
Since |, the state coefficient γ is obtained by the equation (1), and the state coefficient γ gradually returns from “0” to “1” as shown in FIG. 6 (f). Therefore, the roll rigidity distribution correction value Δα calculated by the equation (2) increases from “0” in the positive direction. The roll rigidity front distribution α is calculated by adding the roll rigidity basic distribution α ₀ to the roll rigidity distribution correction value Δα.

Further, the time points t _{4 to} t when the vehicle is in a converged state.
_{In the} interval between ₅ , when the turning convergence determination is performed in step S7,
Since the product of the lateral acceleration detection value Y _G and the steering angular velocity θ'is a negative value (Y _G · θ '<0), the state coefficient γ is set to γ = 1. In this way, since the state coefficient γ is γ = 1, when the roll rigidity distribution correction value Δα exceeds Δα _MAX when the roll rigidity distribution correction value Δα is calculated by the equation (2) (Δα> Δα _MAX ), In this case Δ
Let α = Δα _MAX . Then, the roll rigidity basic distribution α ₀
The roll rigidity front distribution α is calculated by adding the roll rigidity distribution correction value Δα to.

[0034] Here, when the distribution control of the left and right load shift amount based on the roll stiffness front allocation alpha of roll stiffness distribution correction value Δα is added, the roll stiffness front allocated to the lateral acceleration detection value Y _G alpha or ( 1-α) and output voltages V _F and V _R multiplied by a predetermined gain K _YG are respectively calculated and the same control as described above is performed, but in this case, the roll rigidity basic distribution α ₀ is added to the positive roll rigidity distribution. Since the control is performed on the basis of the roll rigidity front distribution α to which the correction value Δα is added, the front distribution of the lateral load movement amount is increased in accordance with the increase of the lateral acceleration high-pass filtered value | Y _G | '. Therefore, the steer characteristic is under-steered, and the convergence at the time of the convergence operation can be improved.

After turning to the right, the steering wheel is turned to the left to shift to the left turning state.
Is equal to the set value S, and at the time point t ₅ in the turning operation state,
Since the product of the lateral acceleration detection value Y _G and the steering angular velocity θ ′ is a positive value (Y _G · θ ′ ≧ 0) and the steering angular velocity θ ′ is equal to the set value S (| θ ′ | = | S |), , The state coefficient γ is γ = 0
Becomes When the roll rigidity distribution correction value Δα is calculated by the equation (2), Δα = 0, and the roll rigidity front distribution α becomes α = α ₀ .

Then, the state coefficient γ is calculated between the time points t _{5 and} t ₆ from when the steering angular velocity θ ′ becomes equal to the set value S to 0 until the turning state of the left turn changes to the converged state. , The lateral acceleration detection value Y _G and the steering angular velocity θ ′ are positive values (Y _G · θ ′ ≧ 0), and the steering angular velocity θ ′ is | θ ′ | ≦ | S | γ is the above (1)
The state coefficient γ is calculated by the equation and as shown in FIG.
Gradually returns from "0" to "1". Therefore, when the roll rigidity distribution correction value Δα is calculated by the equation (2), the roll rigidity distribution correction value Δα gradually increases from “0” in the positive direction, and the roll rigidity distribution correction value Δα becomes Δα _MAX. When Δα> Δα _MAX is exceeded, Δα = Δα _MAX is set in the same manner as above, the roll rigidity basic distribution α ₀ is added, and the roll rigidity front distribution α is calculated.

Further, at the time t when the left turn has converged.
_{After 6, if the} turning convergence is determined in step S7,
Since the product of the lateral acceleration detection value Y _G and the steering angular velocity θ ′ is a negative value (Y _G · θ ′ <0), the state coefficient γ becomes γ = 1, and the roll rigidity distribution correction value Δα is set to the above (2 ), And set Δα so that Δα does not exceed Δα _MAX .
The roll stiffness front distribution α is calculated.

Then, as in the above, based on the calculated roll rigidity front distribution α, the lateral acceleration detected value Y _{G is set} to the roll rigidity front distribution α or (1-α) and a predetermined gain K.
_The output voltages V _F and V _R multiplied by _YG are respectively calculated, and the same control as described above is performed. Therefore, according to the first embodiment described above, the roll rigidity front distribution α is not changed when it is determined that the turning operation is performed, and the lateral acceleration detected value Y is determined when the roll stiffness front distribution α is determined. high pass filtered value of _G | Y _G | roll stiffness distribution correction value Δα corresponding to 'is added to the roll stiffness basic distribution alpha _0. Therefore, the steering characteristics of the vehicle are not changed during the turning operation, so that the steering effect is not impaired, the steering characteristics are understeered during the convergence operation, and the convergence at the end of turning can be improved and the stable roll posture It is possible to swiftly turn and improve the steering stability.

Further, when the state shifts from the turning state to the convergent state, the roll stiffness distribution correction value Δα gradually increases or decreases, so the roll stiffness front distribution α changes continuously, and therefore the steer characteristic is continuously changed. Can be done. 7 (a) to 7 (c), the roll rigidity distribution correction value Δ when the above-described right turn to left turn is performed.
The α, the yaw rate Φ, and the lateral acceleration detection value Y _G are shown. Figure 7
As is clear from the above, the roll rigidity distribution correction value Δα gradually increases as the vehicle shifts to the convergent state, and decreases as the convergent state is stopped. Since the steer characteristic of the vehicle is gradually understeered by the roll rigidity distribution correction value Δα, the yaw rate and lateral acceleration acting on the vehicle converge quickly.

Further, since the turning convergence is determined based on the correlation between the lateral acceleration detection value Y _G and the steering angular velocity θ ', it is possible to more accurately determine the turning convergence operation state. Since the characteristics can be changed along with the determination of the operating state, it is possible to improve the convergence and obtain more stable traveling performance. Incidentally, in the case of the conventional example, as shown by the broken line in FIG. 7, since the roll rigidity distribution correction value Δα is calculated after the vehicle has converged, the yaw rate Φ and the lateral acceleration Y
The convergence of _G after turning has been reduced. In the present invention, it is apparent that the convergence of the yaw rate and the lateral acceleration is improved as compared with the conventional example.

In the first embodiment, step S7
The turning convergence determination is performed by the calculation process of FIG. 5, but the correlation between the detected value of lateral acceleration Y _G and the steering angular velocity θ ′, the correlation of the steering angular velocity θ ′ and the set value S as shown in FIG. The turning convergence determination may be performed by storing the map shown in the controller 30. Next, a second embodiment of the present invention will be described with reference to FIGS. 9 and 10.

In the second embodiment, the yaw rate sensor 28 is applied, in which the driver's intention of turning convergence is judged from the correlation between the yaw rate and the steering angular velocity. FIG. 9 shows a schematic configuration of the second embodiment.
The parts corresponding to and are designated by the same reference numerals. Here, the roll stiffness distribution control circuit 70 in the controller 30 inputs the yaw rate detection signal Φ and the steering angular velocity θ ′, and
The turning convergence is determined by the flowchart shown in
The roll rigidity front distribution α is changed and output only when the convergence is determined.

Next, the operation of the second embodiment will be described with reference to the flowchart of FIG. 10 showing the processing procedure of the roll rigidity distribution control circuit 70. The second embodiment is similar to the first embodiment except that the turning convergence is determined based on the lateral acceleration detection value Y _G , whereas the turning convergence is determined based on the yaw rate detection signal Φ. The operation is the same as in the first embodiment.

First, step S21 and step S22
At, the steering angular velocity θ ′ obtained from the yaw rate detection signal Φ of the yaw rate sensor 28 and the steering angle detection value θ of the steering angle sensor 27 is read. Next, in step S23, the absolute value | Φ | of the yaw rate detection signal Φ is obtained, and in step S24 the absolute value | of the yaw rate detection signal Φ |
By subjecting Φ | to a high-pass filtering process, a change | Φ | ′ (= d | Φ | / dt) of the yaw rate is obtained.
Then, the process proceeds to step S25, and it is determined whether or not the absolute value | Φ | 'of the yaw rate detection signal Φ is a positive value (| Φ |'> 0). When | Φ | '> 0, When | Φ | '≦ 0 is entered in step S27, | Φ |' = 0 is entered in step S26, and only the component on the increasing side of the yaw rate, which is the component in the direction in which the degree of turning is strengthened, is extracted. Control goes to step S27.

In step S27, the turning convergence is determined based on the correlation between the yaw rate detection signal Φ and the steering angular velocity θ '. First, the yaw rate detection signal Φ and the steering angular velocity θ ′
It is determined whether the product of and is a negative value (Φ · θ ′ <0). When Φ · θ ′ <0, it is determined that the state is convergent, and the state coefficient γ is set to γ = 1. When Φ · θ ′ ≧ 0, it is determined that the vehicle is in the turning state, and the absolute value | θ ′ | of the steering angular velocity θ ′ is set to the set value S of the steering angular velocity arbitrarily set.
Is greater than the absolute value of | S | (| θ ′ |> | S |), and if | θ ′ |> | S |, it is determined that the initial turning state has occurred, and the state coefficient γ Is set to γ = 0. Further, when | θ ′ | ≦ | S |, it is assumed that the state has changed from the turning state to the converging state or from the converging state to the turning state, and the state coefficient γ is set by the equation (1).

After determining the turning convergence in step S27, the process proceeds to step S28, and the state coefficient γ is multiplied by the increase in yaw rate | Φ | 'and the adjustment gain K to obtain the roll combined distribution correction value Δα. (Equation (3) below). Δα = K · γ · | Φ | '...... (3) then proceeds to step S29, roll synthetic distribution correction value [Delta] [alpha] is, it is determined whether the Δα> Δα _{MA X,} Δα>
If Δα _MAX , the process proceeds to step S30 and Δ
After setting α = Δα _MAX , the process proceeds to step S31 and Δα ≦
If Δα _MAX , the process directly proceeds to step S31.

Here, Δα _MAX is a value determined by the roll rigidity distribution variable width of the suspension control system, and the roll rigidity distribution correction value Δα is limited by the roll rigidity distribution variable width of the suspension control system. .. In step S31, roll rigidity basic distribution α ₀ is added to roll rigidity distribution correction value Δα to calculate roll rigidity front distribution α, and then step S32
Outputs the roll rigidity front distribution α to the roll rigidity distribution adjuster.

The roll rigidity basic distribution α ₀ is 0 <α ₀ <depending on the desired steer characteristic as in the first embodiment.
It can be arbitrarily set within the range of 1. Here, the yaw rate sensor 28 corresponds to the turning state detecting means of FIG. 1, the steering angle sensor 27 corresponds to the steering angular velocity detecting means,
Steps S23 to S26 of FIG. 10 correspond to the turning degree composite amount extraction means, step S7 corresponds to the turning convergence detection means, and steps S28 to S32 correspond to the load distribution control means.

Therefore, when the vehicle is traveling straight ahead, yawing does not occur in the vehicle body, so the yaw rate detection signal Φ of the yaw rate sensor 28 is substantially zero, and the steering angular velocity θ'is also zero. Further, as described above, when the increase | Φ | ′ of the yaw rate detection signal is obtained, | Φ | ′ becomes substantially zero. Here, when the turning convergence is determined in step S27, the yaw rate detection signal Φ and the steering angular velocity θ ′ are substantially zero, so the state coefficient γ becomes γ = 1 and the roll rigidity distribution correction value Δα becomes zero. Therefore, since the roll rigidity front distribution α is not changed, the steer characteristic of the vehicle is not changed.

In this state, when the steering wheel is turned to the right or left to make a turning state, yawing occurs in the vehicle body, which is detected by the yaw rate sensor 28. Then, the steering angular velocity θ ′ and the yaw rate detection signal Φ
When the product of and is a positive value (Φ · θ ′ ≧ 0), it is determined that the vehicle is in the turning state, and the absolute value | θ ′ | of the steering angular velocity θ ′ is the predetermined value S.
Is greater than the absolute value of | S | (| θ ′ |> | S |), it is determined that the initial state of turning is, and the state coefficient γ is γ = 0.
And In addition, the absolute value of the steering angular velocity θ ′ | θ ′ |
When θ ′ | ≦ | S |, from the turning state to the convergence state,
Alternatively, assuming that the state is transitioning from the convergent state to the turning state, the state coefficient γ is obtained from the equation (1), the roll rigidity distribution correction value Δα is calculated, and the roll rigidity basic distribution α ₀ is added to the roll rigidity to calculate the roll rigidity. The front distribution α is output.

Then, based on the calculated roll rigidity front distribution α, the lateral acceleration detected value Y _G is multiplied by the roll rigidity front distribution α or (1-α) and a predetermined gain K _YG to obtain an output voltage V _F and V _R is each operation, control similar to the first embodiment is performed. Here, as in the first embodiment,
When it is determined that the turning operation is performed, the steering effect is not changed and therefore the steering effect is not impaired. However, when it is determined that the convergence operation is performed, the roll rigidity basic distribution α ₀ Since the control is performed based on the roll stiffness front distribution α that is obtained by adding the roll stiffness distribution correction value Δα to, the lateral load movement amount changes, the steer characteristic of the vehicle is understeered, and the convergence at the end of turning The property is improved.

Further, since the roll rigidity distribution correction value Δα gradually increases or decreases at the time of shifting from the turning state to the convergence state or from the convergence state to the turning state, the roll rigidity front distribution α also gradually changes. As a result, the steer characteristic of the vehicle can be continuously changed.
Next, a third embodiment of the present invention will be described with reference to FIGS. 11, 12 and 13. In the third embodiment, the present invention is applied to a roll rigidity variable stabilizer provided on the front wheel side.

In FIGS. 11 and 12, 10FR and 10FL are front wheels, and the front wheels 10FR and 10FL are supported by the left and right suspension arms 116, respectively, and the roll rigidity variable stabilizer 110 is disposed between the left and right suspension arms 116. Has been done. As shown in FIG. 11, the variable roll rigidity stabilizer 110 includes a stabilizer main body 11 including a torsion bar.
2 and a roll rigidity variable mechanism 117 provided in the center thereof
The stabilizer main body 112 includes a mounting portion 113a for connecting to the suspension arm 116 and a mounting portion 1a.
13a and a twisted portion 113b extending in the lateral direction. In addition, the roll rigidity variable mechanism 117 is shown in FIG.
As shown in FIG. 2, the outer cylinder 114 and the twisted portion 113b arranged radially outward of the twisted portion 113b are the outer cylinder 11 and
4 is welded at one end 115a and the other end 115 is welded.
b is liquid-tightly coupled to the twisted portion 113b so as to be relatively rotatable.

A piston 124 is slidably arranged in the outer cylinder 114, thereby partitioning the interior of the outer cylinder 114 into two fluid chambers A and B. The piston 124 has an inner peripheral surface. The outer peripheral surface of the stabilizer main body 112 is the outer cylinder 11
4 are respectively fitted with serrations, and the stabilizer main body 112 and the outer cylinder 114 are connected so as not to rotate relative to each other. A position sensor 156 is attached to the outer cylinder 114. The position sensor 156 is an ultrasonic position sensor that detects the position of the piston 124. The position sensor 156 detects the position of the piston 124. The length up to 124 is detected, and this is the position detection value L of the piston 124.
Is output to the control device 100.

The two fluid chambers A and B are connected to a hydraulic pressure source 140 via a 4-port 3-position electromagnetic directional control valve 142, and the electromagnetic directional control valve 142 includes left and right solenoids 142a.
When 142 and 142b are in the non-excited state, they are in the neutral position as shown in FIG. 11, and the hydraulic power source 140 and the fluid chambers A and B are shut off. On the other hand, when the left solenoid 142a is excited and the directional control valve 142 is in the left switching position, the hydraulic source 140 and the fluid chamber A are communicated with each other, and the pressure fluid of the hydraulic source 140 is supplied to the fluid chamber A to cause the piston 124 to move. Is the outer cylinder 1
14, the pressure fluid in the fluid chamber B is pushed out to the hydraulic pressure source 140. Also,
At the right switching position where the right solenoid 142b is in the excited state, the hydraulic source 140 and the fluid chamber B are in communication, and the hydraulic source 1
40 pressure fluid is supplied to the fluid chamber B and the piston 124
Moves toward the end 115b of the outer cylinder 114, whereby the pressure fluid in the fluid chamber A is pushed out to the hydraulic pressure source 140.

The electromagnetic directional control valve 142 includes the lateral acceleration sensor 26, the steering angle sensor 27 and the position sensor 156.
The direction is controlled by the control device 100 based on the detection signal. The control device 100 includes a differentiator 80, a roll rigidity distribution control circuit 70, and a drive control circuit 130, and detects the lateral acceleration detection value Y _{G of the} lateral acceleration sensor 26, the steering angle detection value θ of the steering angle sensor 27, and the position sensor 156. The position detection value L is input, and the drive currents CS ₁ and CS ₂ for operating the directional control valve 142 are output based on these detection values.

Here, the roll rigidity distribution control circuit 70 obtains the steering angular velocity θ ′ obtained by passing the steering angle detection value θ of the steering angle sensor 27 through the differentiator 80 and the lateral acceleration detection value Y _{G of the} lateral acceleration sensor 26. Input, calculate the roll stiffness front distribution α in the same manner as the first embodiment based on these detected values,
Output to the drive control circuit 130. Drive control circuit 130
Stores a map showing the relationship of the roll rigidity front distribution α of the roll rigidity variable stabilizer 110 to the position L of the piston 124. In this map, as shown in FIG. 13, when the piston 124 is in the neutral position L _N , the roll rigidity front distribution is the roll rigidity basic distribution α ₀ , and when the piston L position L is the maximum, the roll rigidity front distribution is shown. When α becomes maximum and the position L of the piston 124 becomes minimum, roll rigidity front distribution α
Is set to zero. That is, when the position of the piston 124 is at the right end in FIG. 12, that is, when the piston 124 is located close to the end 115a of the outer cylinder 114, the roll rigidity is minimum, and when it is at the center of the outer cylinder 114, the roll rigidity is intermediate. The roll rigidity is maximized when it is at the left end, that is, when it is located close to the end 115b of the outer cylinder 114.

Then, from the map of FIG. 13, the set position L _S of the piston 124, which is the roll rigidity front distribution α found by the roll rigidity distribution control circuit 70, is found, and the position detection value L and the set position L _{S of the} position sensor 156 are found. When the position detection value L is larger than the set position L _S (L>
L _S ), the drive current CS ₂ is output and the left solenoid 1
42a is excited to move the directional control valve 142 to the left switching position so that the fluid chamber A and the hydraulic source 140 are communicated with each other.
Is supplied to the fluid chamber A to move the piston 124 toward the end 115a of the outer cylinder 114. vice versa,
When the position detection value L is smaller than the set position L _S (L <L
_S ) outputs the drive current CS ₁ to move the directional control valve 142 to the right switching position, communicates the fluid chamber B with the hydraulic pressure source 140, and supplies the pressure fluid from the hydraulic pressure source 140 to the fluid chamber B. , The piston 124 is moved toward the end 115b of the outer cylinder 114.

Next, the operation of the third embodiment will be described.
Now, it is assumed that the vehicle in which the variable roll rigidity stabilizer 110 is installed between the left and right front wheels is traveling straight on a good road having a flat road surface without unevenness. In this state, as in the first embodiment, since no lateral acceleration occurs in the vehicle body, the lateral acceleration detection value Y _G of the lateral acceleration sensor 26 becomes zero, and
The steering angle detection value θ of the steering angle sensor 27 becomes zero. At this time, the steering angular velocity θ ′ obtained from the lateral acceleration detection value Y _G of the lateral acceleration sensor 26 and the steering angle detection value θ of the steering angle sensor 27.
When the turning convergence determination is performed based on the above, and the roll rigidity distribution correction value Δα is obtained, Δα = 0, so the roll rigidity front distribution α is not changed. Therefore, since it is not necessary to move the piston 124, it is not necessary to control the directional control valve 142, the directional control valve 142 maintains the neutral position, and the piston 124 is located in the central portion of the outer cylinder 114.

When the steering wheel is turned right or left from this straight traveling state to the turning state, lateral acceleration occurs in the vehicle body, and the lateral acceleration detection value Y _{G of the} lateral acceleration sensor 26 increases. Further, the steering angle detection value θ of the steering angle sensor 27 also increases. Similar to the above, the turning convergence determination is performed based on the steering angular velocity θ ′ obtained from the lateral acceleration detection value Y _G and the steering angle detection value θ. In the initial turning state, the product of the steering angular velocity θ ′ and the lateral acceleration detection value Y _G is a positive value (Y _G ·
θ ′ ≧ 0) and the absolute value of the steering angular velocity θ ′ | θ ′ |
Absolute value of the set value S of the steering angular velocity set arbitrarily by | S |
Is larger than (| θ ′ |> | S |), the state coefficient γ is γ = 0. Therefore, the roll stiffness distribution correction value Δα is Δ
Since α = 0, the roll rigidity front distribution α of the roll rigidity variable stabilizer 110 is not changed. Therefore, the piston 124 remains positioned in the central portion of the outer cylinder 114.

Further, when the turning state is changed to the converged state or the converged state is changed to the turned state, the product of the steering angular velocity θ'and the lateral acceleration detected value Y _G is a positive value (Y _G · θ ').
≧ 0) and the absolute value of the steering angular velocity θ ′ | θ ′ |
Smaller than absolute value | S | of set value S (| θ '| ≤ | S
|), The state coefficient γ is obtained from the equation (1), and then the roll rigidity distribution correction value Δα is calculated from the equation (2), and the calculated roll rigidity distribution correction value Δα is set to the roll rigidity basic distribution α _0. To the roll rigidity distribution variable width, the roll rigidity front distribution α
To calculate.

The calculated roll rigidity front distribution α is shown in FIG.
Roll rigidity front distribution α against the map of 3
Then, the set position L _S of the piston 124 is calculated, and this set position L _S is compared with the position detection value L of the position sensor 156. In this case, since the set position L _S is larger than the position detection value L of the position sensor 156 (L _S > L), it is necessary to move the piston 124 to the end 115b side of the outer cylinder 114, and the drive control circuit. The drive current CS ₁ is output from 130, the directional control valve 142 is moved to the right switching position, and the hydraulic power source 1
40 and the fluid chamber B are communicated with each other, pressure fluid is supplied to the fluid chamber B, and the piston 124 is moved to the end 115b side of the outer cylinder 114 until the position L of the piston 124 becomes equal to the set position L _S. Position L of piston 124 is set position L _S
Drive current C from the drive control circuit 130
The output of S ₁ is stopped, the directional control valve 142 is moved to the neutral position, and the pressure fluid is shut off. The piston 124 and the outer cylinder 11
The portion of the outer cylinder 114 that contributes to the rigidity by moving to the end 115b side of No. 4 becomes longer, the rigidity of the variable roll rigidity stabilizer 110 increases, the roll rigidity on the front wheel side increases, and the steer characteristic of the vehicle is understeered. Can be converted.

Next, the product of the lateral acceleration detection value Y _G of the lateral acceleration sensor 26 and the steering angular velocity θ'obtained from the steering angle detection value θ of the steering angle sensor 27 is a negative value (Y _G · θ '<0). When it is determined that the roll stiffness is in a converged state, the roll coefficient distribution γ is set to γ = 1 and the roll stiffness distribution correction value Δα is calculated from the equation (2). Calculate and output α. The set position L _S of the piston 124 is obtained from the calculated roll rigidity front distribution α and the map of FIG. 13, and the position detection value L of the position sensor 156 installed in the outer cylinder 114 and the obtained set position L _S.
In this case, since the roll rigidity front distribution α is increased, the set position L _S becomes larger than the position detection value L (L _S > L), and the position of the piston 124 is set to the end portion of the outer cylinder 114 as described above. Since it is necessary to move to the 115b side, the drive control circuit 130 outputs the drive current CS ₁ to move the directional control valve 142 to the right switching position to connect the hydraulic power source 140 and the fluid chamber B to the fluid chamber B. By supplying the pressure fluid, the piston 124 is moved to the end portion 115b side of the outer cylinder 114. When the position L of the piston 124 becomes equal to the set position L _S , the drive control circuit 130 drives the drive current CS ₁
Is stopped, the directional control valve 142 is moved to the neutral position, and the pressure fluid is shut off.

Also in this case, the roll rigidity variable stabilizer 1
Since the rigidity of No. 10 is increased, the roll rigidity of the front wheels is increased, and the steer characteristic of the vehicle is understeered. Therefore, since the roll rigidity of the front roll side of the roll rigidity variable stabilizer 110 is increased, the steer characteristic of the vehicle can be understeered, and thus the convergence can be improved.

According to the third embodiment, when the turning convergence determination is performed and the initial turning state is determined, the roll stiffness front distribution α is not changed and the turning state shifts to the convergence state, or By gradually increasing the roll rigidity front distribution α of the roll rigidity variable stabilizer 110 in accordance with the lateral acceleration when transitioning from the convergent state to the turning state and during the convergent state, the steer characteristic of the vehicle is understeered. Convergence at the end of turning of the vehicle can be improved.

In the third embodiment, the roll rigidity is changed by changing the length that contributes to the rigidity of the stabilizer, but the present invention is not limited to this, and the roll rigidity can be changed. If it exists, it can be applied to a roll rigidity variable stabilizer having an arbitrary configuration. In addition, a roll rigidity variable stabilizer is also provided on the rear wheel side,
It is also possible to change the share ratio on the front wheel side while keeping the front and rear total roll rigidity constant.

[0067]

As described above, according to the present invention, the turning convergence determination is performed based on the correlation between the force acting on the vehicle at the time of turning and the steering angular velocity, and the lateral load movement amount is determined according to the force acting on the vehicle. Since the front-rear distribution is changed, it is possible to judge the turning convergence more accurately.If it is judged that the turning condition is present, the steering characteristics of the vehicle are not changed, but it is judged that the turning condition is converged. In this case, since the front-rear distribution of the left-right load movement amount is changed to increase the front-side distribution, the steer characteristic of the vehicle can be understeered, and the steering effect at the time of turning is not impaired at the end of turning. Can be improved.

[Brief description of drawings]

FIG. 1 is a basic configuration diagram showing a schematic configuration of the present invention.

FIG. 2 is a schematic configuration diagram showing a first embodiment of a vehicle suspension control device according to the present invention.

FIG. 3 is a block diagram showing a configuration of a controller.

FIG. 4 is a flowchart showing an example of processing performed by a controller.

FIG. 5 is a flowchart showing an example of processing performed by a controller.

FIG. 6 is a waveform diagram for explaining the operation of the present invention.

FIG. 7 is a waveform diagram for explaining the operation of the present invention.

FIG. 8 is a determination diagram for determining a turning convergence based on a correlation between a lateral acceleration and a steering angular velocity.

FIG. 9 is a schematic configuration diagram showing a second embodiment of the vehicle suspension control device according to the present invention.

FIG. 10 is a flowchart showing an example of processing performed by the controller of the second embodiment.

FIG. 11 is a plan view showing the outline of a stabilizer including a control device of a third embodiment of the vehicle suspension control device according to the present invention.

FIG. 12 is a sectional view showing a main part of a stabilizer according to a third embodiment.

FIG. 13 is a characteristic diagram showing a relationship between a roll rigidity distribution and a piston position.

[Explanation of symbols]

12 Wheel side member 14 Vehicle body side member 16 Active suspension 18FL-18RR Front left-rear right hydraulic cylinder 20FL-20RR Front left-rear right pressure control valve 26 Lateral acceleration sensor 27 Steering angle sensor 28 Yaw rate sensor 30 Controller 70 Roll rigidity distribution Control circuit 100 Control device 110 Roll stiffness variable stabilizer 114 Outer cylinder 124 Piston 130 Drive control circuit 142 4-port 3-position electromagnetic directional control valve Y _G Lateral acceleration detection value α Roll stiffness front distribution Δα Roll stiffness distribution correction value γ State coefficient θ Steering Angle detection value θ'Steering angular velocity S set value Φ Yaw rate detection signal

Claims (1)

[Claims] 1. A turning state detecting means for detecting a turning state by a force acting on a vehicle at the time of turning in a vehicle suspension control device capable of varying a front-rear distribution of a lateral load movement amount generated according to a lateral acceleration acting on the vehicle. A turning degree combined amount extracting means for extracting a component in a direction in which the degree of turning increases from a value obtained by high-pass filtering the turning state detection value of the turning state detecting means; and a steering angular velocity detecting means for detecting a steering angular velocity of the vehicle, When a turning convergence detection unit detects a turning convergence state from a correlation between a turning state detection value of the turning state detection unit and a steering angular velocity detection value of the steering angular velocity detection unit, and a convergence state is detected by the turning convergence detection unit. In addition, load distribution for controlling the front-rear distribution of the left-right load movement amount in accordance with the combined rotation degree extracted by the combined-rotation degree extraction means so that the distribution on the front side increases. A vehicle suspension control device comprising: a control unit.