JPH06143961A - Vehicle suspension device - Google Patents

Abstract

PURPOSE:To provide a vehicle suspension device capable of preventing the generation of impact or abnormal sound due to a maximum of expansion or contraction of a shock absorber. CONSTITUTION:A damping characteristic control means (f) having a basic control unit (e) which controls a shock absorber (a) in an expansion side hard area when a control signal base on vertical speed of sprung mass is positive, controls a shock absorber (b) in a pressure side hard area when the control signal is negative, and controls the shock absorber (b) in a soft area when the control signal is zero, is provided. Further, a corrective control unit (g) is provided in the damping characteristic control means (f), and when the relative displacement between sprung- and unsprung masses exceeds the range of a specified threshold value, the corrective control unit synthesizes the value of the relative displacement of the amount exceeding the range of threshold value into a control signal at a specified magnification until the relative speed between sprung and unsprung masses reaches zero.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension system for optimally controlling the damping characteristics of a shock absorber.

[0002]

2. Description of the Related Art Conventionally, as a vehicle suspension device for controlling the damping characteristic of a shock absorber, for example, Japanese Patent Laid-Open No. 61-
The one described in Japanese Patent No. 163011 is known.

As shown in FIG. 19, this conventional vehicle suspension system detects the sprung vertical velocity and the relative sprung / unsprung velocity, and when both have the same sign, the damping characteristic is made hard and the two differ. In the case of the sign, the damping characteristic control based on the skyhook theory, such as softening the damping characteristic, is performed independently for the four wheels.

[0004]

However, in the above-mentioned conventional device, when the relative displacement amount is large and the shock absorber is in full rebound or immediately before full bouncing, as shown in FIG. Only the vertical speed crosses 0 first and the sprung vertical speed and the relative speed have different signs, and the stroke side of the shock absorber at that time has a soft characteristic. Therefore, when the relative displacement amount at that time is large, There is a problem in that the shock absorber is in the fully extended or contracted state, and shock or abnormal noise is generated.

The present invention has been made by paying attention to the above-mentioned conventional problems, and prevents the occurrence of shock and abnormal noise due to the expansion or contraction of the shock absorber.
It is an object of the present invention to provide a vehicle suspension system capable of improving control response, improving durability of an actuator, and saving power consumption.

[0006]

As shown in the claim correspondence diagram of FIG. 1, the vehicle suspension system of the present invention is a shock provided between the vehicle body side and each wheel side and provided with damping characteristic changing means a. Absorber b, relative displacement detecting means c for detecting relative displacement between sprung and unsprung portions near the shock absorber b mounting position, sprung vertical speed detecting means e for detecting sprung vertical speed, and sprung and spring. The relative speed detecting means h for detecting the lower relative speed and the shock absorber b when the control signal based on the sprung vertical speed has a positive value controls the expansion side hard region, and when the control signal has a negative value, the shock absorber b is controlled. a damping characteristic control means f having a basic control section e for controlling b in the pressure side hard region and controlling the shock absorber b in the soft region when the control signal is 0; When the relative displacement between the lower and upper legs exceeds the specified threshold range, from that time until the relative speed between the sprung and unsprung parts becomes 0, the value of the relative displacement that is exceeded is set to the prescribed magnification. And a correction control unit g that synthesizes the control signal with the control signal.

[0007]

Since the vehicle suspension system of the present invention is configured as described above, when the value of the relative displacement is within the range of the predetermined threshold value, the basic control unit performs control based on the sprung vertical velocity. Attenuation characteristic control is performed based on the signal.

That is, when the control signal has a positive value, the shock absorber is controlled in the expansion side hard region, when the control signal has a negative value, the shock absorber is controlled in the compression side hard region, and when the control signal is 0, the shock absorber is controlled. Control to the soft area.

Further, when the value of the relative displacement exceeds the range of the predetermined threshold value, from that time until the relative speed between the sprung part and the unsprung part becomes 0, it is exceeded by the correction control section. Correction control is performed in which the value of the relative displacement of minutes is combined with the control signal at a predetermined magnification.

That is, immediately before the relative displacement becomes large and the shock absorber is in the fully extended or contracted state,
The direction of the control signal is corrected so that the sign (direction) of the control signal based on the sprung vertical speed coincides with the sign (direction) of the relative speed between the sprung and unsprung parts. With this, the shock absorber at that time is corrected. By holding the stroke side of the shock absorber to the hard side, it is possible to prevent the shock absorber from fully extending or contracting.

As described above, the correction control is immediately stopped at the time when the relative speed between the sprung part and the unsprung part becomes zero, that is, when the stroke of the shock absorber at which the risk of full extension or full compression is eliminated. Then, the normal damping characteristic control state based on the skyhook theory can be restored.

[0012]

Embodiments of the present invention will be described with reference to the drawings.

First, the structure of the vehicle suspension system according to the embodiment of the present invention will be described.

FIG. 2 is a structural explanatory view showing a vehicle suspension system of an embodiment, in which four shock absorbers SA ₁ , SA ₂ , SA ₃ , SA ₄ are interposed between the vehicle body and each wheel.
(In the description of the shock absorber, when these four are collectively referred to, and when describing their common configuration, they are simply referred to as SA.). Stroke sensors 2 ₁ , 2 ₂ , 2 ₃ , 2 ₄ for detecting relative displacement between sprung and unsprung portions are provided on the vehicle body near the mounting position of each shock absorber SA on the vehicle body, and the front wheels Left and right side shock absorber SA
_A pair of front and rear sprung acceleration sensors for detecting vertical acceleration are provided at the center of the vehicle body between ₁ and SA ₂ and at the center of the vehicle body between left and right shock absorbers SA ₃ and SA ₄ on the rear wheel side. Hereafter referred to as up and down G sensor) 1 ₁ , 1 ₂
Is provided (see the sensor arrangement state in FIG. 18), and further, both the up and down G sensors 1 (1
₁ , 1 ₂ ) and each stroke sensor 2 (2 ₁ , 2 ₂ , 2)
_3, 2 ₄₎ receives a signal from and outputs a drive control signal of the pulse motor 3 of the shock absorbers SA, the control unit 4 is provided as the damping characteristic control means.

The above configuration is shown in the system block diagram of FIG. 3, in which the control unit 4 comprises an interface circuit 4a, a CPU 4b, and a drive circuit 4c, and the interface circuit 4a includes the vertical G sensors 1 and A signal from the stroke sensor 2 is input. In the interface circuit 4a, one set of four filter circuits shown in (a) of FIG. 14 is provided for each upper and lower G sensor 1, and the filter circuit shown in (b) of FIG. A circuit is provided for each stroke sensor 2. That is, in FIG. 14A, the LPF 1 is a low-pass filter circuit for removing noise in the high frequency range (30 Hz or higher) from the signals sent from the upper and lower G sensors 1.
The LPF2 is a low-pass filter circuit for integrating a signal indicating the acceleration that has passed through the low-pass filter circuit LPF1 and converting it into a sprung vertical velocity. HPF1 is a high-pass filter with a cutoff frequency of 1.0 Hz, and LPF3
Is a low-pass filter with a cut-off frequency of 1.5 Hz, and both filters form a band-pass filter for obtaining a sprung vertical velocity VF (VR) signal including a sprung resonance frequency. In addition, in (b) of FIG.
Reference numeral 4 is a low-pass filter circuit for removing noise in the high frequency range (20 Hz or higher) from the signal detected by the stroke sensor 2. HPF2 is a high-pass filter for converting the relative speed V _ST by differentiating the relative displacement H _ST which has passed through the LPF4, the relative speed detecting means claims in this high-pass filter HPF2 and the stroke sensor 2 and the low-pass filter LPF4 Are configured.

Next, FIG. 4 shows each shock absorber SA.
FIG. 3 is a cross-sectional view showing the configuration of the shock absorber SA in which a cylinder 30, a piston 31 that defines the cylinder 30 into an upper chamber A and a lower chamber B, and a reservoir chamber 32 are formed on the outer periphery of the cylinder 30. An outer cylinder 33, a base 34 that defines the lower chamber B and the reservoir chamber 32, a guide member 35 that guides the sliding of the piston rod 7 having a piston 31 connected to the lower end, and an outer cylinder 33 and the vehicle body. The suspension spring 36 interposed between the bumper bar 3 and
7 and 7.

Next, FIG. 5 is an enlarged cross-sectional view showing a portion of the piston 31. As shown in FIG. 5, the piston 31 has through holes 31a and 31b formed therein and each through hole. A compression side damping valve 20 and an expansion side damping valve 12 that open and close 31a and 31b respectively are provided. In addition, the bound stopper 41 screwed to the tip of the piston rod 7 has a stud 3 penetrating the piston 31.
8 is screwed and fixed, and this stud 38 is
A communication hole 39 that connects the upper chamber A and the lower chamber B is formed, and further, an adjuster 40 for changing the flow passage cross-sectional area of the communication hole 39 and the fluid communication depending on the direction of fluid flow. Extension side check valve 1 that allows and blocks the flow of holes 39
7 and a pressure side check valve 22 are provided.
The adjuster 40 is rotated by the pulse motor 3 via the control rod 70 (see FIG. 4). Further, the stud 38 is formed with a first port 21, a second port 13, a third port 18, a fourth port 14, and a fifth port 16 in order from the top.

On the other hand, in the adjuster 40, a hollow portion 19 is formed, a first lateral hole 24 and a second lateral hole 25 which communicate the inside and the outside are formed, and a vertical groove 23 is formed in the outer peripheral portion. There is.

Therefore, the through hole 31 is provided between the upper chamber A and the lower chamber B as a flow passage through which the fluid can flow in the extension stroke.
The inside of the extension side damping valve 12 is opened through b and the lower chamber B
To the extension side first flow path D, the second port 13, the vertical groove 23,
Via the expansion side second flow path E, which opens the outer peripheral side of the expansion side damping valve 12 to the lower chamber B via the fourth port 14, the second port 13, the vertical groove 23, and the fifth port 16. Then, the extension side check valve 17 is opened to reach the lower chamber B by way of the third side flow passage F extending to the lower chamber B and the third port 18, the second lateral hole 25, and the hollow portion 19. There are four channels, channel G. Further, as a flow path through which the fluid can flow in the pressure stroke, the pressure side first valve that opens the pressure side damping valve 20 through the through hole 31a is used.
Flow path H, hollow portion 19, first lateral hole 24, first port 21
Via the pressure side check valve 22 to the upper chamber A, and the bypass flow to the upper chamber A via the hollow portion 19, the second lateral hole 25, and the third port 18. Road G
There are three channels.

That is, the shock absorber SA is constructed so that the damping characteristic can be changed in multiple stages on both the extension side and the compression side with the characteristic shown in FIG. 6 by rotating the adjuster 40. That is, as shown in FIG. 7, when the adjuster 40 is rotated counterclockwise from a region in which both the extension side and the compression side are soft (hereinafter referred to as the soft region SS),
Only the expansion side can change the damping characteristic to the hard side in multiple stages, and the compression side becomes a softly fixed area (hereinafter referred to as the expansion side hard area HS). Conversely, when the adjuster 40 is rotated clockwise, the compression side Only the damping characteristic can be changed to the hard side in multiple steps, and the extension side is softly fixed (hereinafter, compression side hard area SH
That is) the structure.

By the way, in FIG. 7, the KK cross section, the LL cross section and the MM cross section, and the NN cross section in FIG. 8, FIG. 9, and FIG. 10, and the damping force characteristics at each position are shown in FIGS.

Next, the operation of the control unit 4 will be described with reference to the flowchart of FIG.

In step 101, the front and rear G up and down G sensors 1
Detects the _1, 1 on ₂ to the spring vertical acceleration G _0,
This is a step of detecting the relative displacement H _ST between the sprung portion and the unsprung portion from each stroke sensor 2 ₁ , 2 ₂ , 2 ₃ , 2 ₄ .

In step 102, the sprung vertical acceleration G ₀ is integrated to calculate the sprung vertical velocities VF and VR, and the relative speed VF is calculated from the detected relative displacement H _ST.
This is a step of calculating _ST1 , VF _ST2 , VR _ST1 , and VR _ST2 . The sprung vertical velocity VF, VR and the relative velocity V
F _ST1 , VF _ST2 , VR _ST1 and VR _ST2 are positive values in the upward direction,
The downward direction is given as a negative value.

Step 103 is a step of calculating the pitch component V _{P of the} vehicle body based on the following mathematical formula.

The _{FLV P, FRV P = VF -VR} RLV P, RRV P = VR -VF In the above equation, FL front wheel left, FR is front right,
RL is the rear wheel left, RR is shows a rear wheel right, respectively, (also the same as or less) which are made to correspond to the position of the shock absorbers _{SA 1, SA 2, SA 3} , SA 4.

Step 104 is a step of calculating the roll component V _{R of the} vehicle body based on the following equation.

The _{FLV R = VF ST1 -VF ST2 FRV} R = VF ST2 -VF ST1 RLV R = VR ST1 -VR ST2 RRV R = VR ST2 -VR ST1 step 105 is a step of removing dispose of unnecessary components by the filter .

Step 106 is a step of determining whether or not the relative displacement H _ST is a positive value. If YES, the process proceeds to step 107, and if NO, step 112.
Proceed to.

Step 107 is a step of determining whether or not the relative displacement H _ST is equal to or greater than a predetermined threshold value H ₁ , and if NO, the process proceeds to step 108, and if YES, the process proceeds to step 109.

In step 108, the displacement synthesis component S (FL
S, FRS, RLS, RRS) is set to 0.

In step 109, the relative speed V _ST (V
F _ST1 , VF _ST2 , VR _ST1 , VR _ST2 ) is a step of determining whether or not 0, and if YES, step 11
If 0, the process proceeds to step 111.

Step 110 is a step of setting the gain G in step 111 to 0.

Step 111 is a step for obtaining the displacement synthesis component S (FLS, FRS, RLS, RRS) based on the following equation.

S = (H _ST −H ₁ ) × G The step 112 is a step of determining whether or not the relative displacement H _ST is less than or equal to a predetermined threshold value H ₂ , and NO.
If so, the process proceeds to step 113, and if YES, the process proceeds to step 114.

In step 113, the displacement synthesis component S (FL
S, FRS, RLS, RRS) is set to 0.

In step 114, the relative velocity V _ST (V
F _ST1 , VF _ST2 , VR _ST1 , VR _ST2 ) is a step of determining whether or not 0, and if YES, step 11
5. If NO, proceed to step 116.

Step 115 is a step of setting the gain G in step 116 to zero.

Step 116 is a step of obtaining the displacement synthesis component S (FLS, FRS, RLS, RRS) based on the following equation.

S = (H _ST −H ₂ ) × G Step 117 is a step of obtaining the control signal V of each shock absorber SA based on the following mathematical formula.

FLV = α ₁ · VF + β ₁ · FLV _P + γ ₁ · FLV _R + FLS FRV = α ₁ · VF + β ₁ · FRV _P + γ ₁ · FRV _R + FRS RLV = α ₂ · VR + β ₂ · RLV _P + γ _{2 · RLV R + RLS RRV = α} 2 · VR + β 2 · RRV P + γ 2 · RRV R + RRS _{Incidentally, α 1, β 1, γ} 1 , each proportional constant alpha ₂ of the front wheel, beta _2, gamma ₂ is a rear wheel The proportional constants of

In each equation, the first part bounded by α ₁ and α ₂ is the bounce rate, and β ₁ and β ₂
The part enclosed by is the pitch rate, and γ ₁ , γ ₂
The part marked with is the roll rate.

Step 118 is a step of determining whether or not the control signal V has a predetermined positive value. If YES, the process proceeds to step 119, and if NO, the process proceeds to step 120.

In step 119, the shock absorbers SA ₁ , SA ₂ , SA ₃ , and SA ₄ are connected to the extension side hard area HS.
It is a step to control.

Step 120 is a step for determining whether or not the control signal V has a negative value. If YES, the process proceeds to step 121, and if NO, the process proceeds to step 122.

In step 121, the shock absorbers SA ₁ , SA ₂ , SA ₃ and SA ₄ are connected to the compression side hard area SH.
It is a step to control.

Step 122 is a step of controlling each shock absorber SA ₁ , SA ₂ , SA ₃ , SA ₄ in the soft region SS.

Next, the control operation of the control unit 4 will be described based on the time charts of FIGS. 16 and 17.

First, the relative displacement H _ST between the sprung part and the unsprung part is
When changed within a predetermined range of threshold H ₁ to H ₂ is the basic control unit of the control unit 4, the basic control of the damping characteristic as described below is performed.

That is, when the control signal V based on the sprung vertical velocity VF (VR) changes as shown in FIG. 16, when the control signal V is 0 as shown in the figure, the shock absorber SA is turned on. Control to the soft area SS.

When the control signal V becomes a positive value, the extension side hard region HS is controlled to fix the compression side to the low damping characteristic, while the extension side damping characteristic is changed in proportion to the control signal V. . At this time, the damping characteristic C is controlled so that C = kV. Incidentally, k is a proportional constant.

When the control signal V has a negative value, the compression side hard region SH is controlled to fix the extension side to the low damping characteristic, while the compression side damping characteristic is changed in proportion to the control signal V. Also at this time, the damping characteristic C is controlled so that C = kV.

As described above, in the vehicle suspension system of this embodiment, when the control signal V based on the sprung vertical velocities VF and VR, the relative sprung / unsprung velocities and VF _ST and VR _ST have the same sign (Fig. 16 regions b, d) control the stroke side of the shock absorber SA at that time to the hardware characteristic, and when different signs (regions a, c in FIG. 16), the shock absorber S at that time is controlled.
The same control as the damping characteristic control based on the skyhook theory, in which the stroke side of A is controlled to the soft characteristic, is controlled by the vertical G
This can be performed only by the sensor 1 (note that the stroke sensor 2 is used to obtain the component necessary for roll control, and has no direct relation to skyhook control). Further, when transitioning from the area a to the area b and from the area c to the area d, the attenuation characteristics are switched without driving the pulse motor 3.

Next, the relative displacement H _ST between the sprung part and the unsprung part is
When the change exceeds the predetermined threshold value range of H _{1 to} H ₂ , the correction control unit of the control unit 4 performs the correction control of the attenuation characteristic as described below.

That is, as shown in FIG. 17, when the relative sprung / unsprung relative displacement H _ST exceeds the range of the extension-side threshold value H ₁ , a predetermined gain is set to the value of the relative displacement that exceeds the range. Displacement synthetic component obtained by multiplying by G S = (H _ST −H ₁ ) × G
Is corrected to a control signal V shown by the solid line in the figure, and the control signal V is corrected to a positive value as shown by the dotted line in the figure. As a result, the shock absorber S
A is controlled to the extension side hard area HS side, and therefore, the extension side hard characteristic can prevent the shock absorber SA from being fully extended.

Even when the relative displacement H _ST between the sprung part and the unsprung part exceeds the range of the threshold value H _{2 on} the pressure side, the same correction control as described above is performed. In this case, as shown by the dotted line in the figure. In addition, the control signal V is corrected to a negative value, whereby the shock absorber SA is controlled to the compression side hard area SH side, and therefore, the compression characteristic of the compression side prevents the shock absorber SA from being fully compressed. You can

As described above, the relative speeds VF _ST and VR _ST become 0 after the sprung / unsprung relative displacement H _ST exceeds the range of the predetermined threshold values H _{1 to} H _2. When (shock absorber SA extension / pressure stroke switching)
Then, the gain G is set to 0, whereby the displacement synthesis component S becomes 0, and the damping characteristic correction control is released.

As described above, in the vehicle suspension system of this embodiment, the effects listed below can be obtained.

Since only one pair of the vertical G sensor 1 as the sprung vertical speed detecting means is provided in the front-rear direction of the vehicle body, the system cost can be reduced as compared with the conventional device.

As compared with the conventional damping characteristic control based on the skyhook theory, the frequency of switching the damping characteristic is reduced, so that the control response can be improved, the durability of the pulse motor 3 is improved, and the power consumption is reduced. Will be able to

By the correction control operation of the correction control section, it is possible to prevent the shock absorber SA from generating a shock or noise due to the expansion or contraction of the shock absorber SA, and at the time when the relative speed between the sprung part and the unsprung part becomes zero. That is, at the time of switching the stroke of the shock absorber where there is no risk of full extension or full compression, the correction control can be immediately stopped to return to the normal damping characteristic control state based on the skyhook theory.

Although the embodiment has been described above, the specific structure is not limited to this embodiment, and the present invention includes a design change and the like within a range not departing from the gist of the invention.

For example, in the embodiment, the stroke sensor is used as the relative displacement detecting means, but a vehicle height sensor or other displacement sensor can be used.

In the embodiment, the stroke sensor is provided for each wheel, but the rear wheel side may be omitted and the detection data on the front wheel side may be used.

The pitch component can also be obtained based on the difference between the two relative displacement amounts in the front-rear direction.

Further, the vertical G sensors on the front wheel side may be provided at both the left and right wheel positions, and in this case, the roll component can be obtained based on the difference between the left and right sprung vertical speeds.

In the damping characteristic control, a predetermined threshold value is provided for the control signal, and the threshold value control is performed so that the shock absorber is held in the soft region while the control signal is within the range of this threshold value. You can also

[0068]

As described above, in the vehicle suspension system of the present invention, when the sprung / unsprung relative displacement exceeds a predetermined threshold value range, the sprung / unsprung relative displacement starts from that time. By providing a correction control unit that synthesizes the value of the relative displacement of the excess at a predetermined magnification until the speed reaches 0, the stroke is cut immediately before the shock absorber is fully extended or contracted. Until it is replaced, the damping characteristic on the stroke side of the shock absorber at that time can be corrected to the hard characteristic side, and thus it is possible to prevent the occurrence of shock or abnormal noise due to the expansion or contraction of the shock absorber. The effect of becoming like this is obtained.

As described above, the correction control is immediately stopped at the time when the relative speed between the sprung part and the unsprung part becomes zero, that is, when the stroke of the shock absorber at which the risk of full extension or full compression is eliminated. Then, the normal damping characteristic control state based on the skyhook theory can be restored.

[Brief description of drawings]

FIG. 1 is a conceptual diagram of a claim showing a vehicle suspension device of the present invention.

FIG. 2 is a structural explanatory view showing a vehicle suspension device of an embodiment of the present invention.

FIG. 3 is a system block diagram showing a vehicle suspension system of the embodiment.

FIG. 4 is a cross-sectional view showing a shock absorber applied to the apparatus of the embodiment.

FIG. 5 is an enlarged cross-sectional view showing a main part of the shock absorber.

FIG. 6 is a damping force characteristic diagram corresponding to the piston speed of the shock absorber.

FIG. 7 is a damping force characteristic diagram corresponding to the step position of the pulse motor of the shock absorber.

FIG. 8 is a K of FIG. 5 showing a main part of the shock absorber.
FIG.

FIG. 9 is an L of FIG. 5 showing a main part of the shock absorber.
It is a LM sectional view.

FIG. 10 is a sectional view taken along line NN of FIG. 5, showing a main part of the shock absorber.

FIG. 11 is a damping force characteristic diagram of the shock absorber when the extension side is hard.

FIG. 12 is a damping force characteristic diagram of the shock absorber in a soft state on the extension side and the compression side.

FIG. 13 is a damping force characteristic diagram of the shock absorber in a compression side hard state.

FIG. 14 is a block diagram showing a filter circuit of the device of the embodiment.

FIG. 15 is a flowchart showing a control operation in the control unit of the embodiment apparatus.

FIG. 16 is a time chart showing the control operation of the basic control unit in the control unit of the embodiment apparatus.

FIG. 17 is a time chart showing the control operation of the correction controller in the control unit of the embodiment apparatus.

FIG. 18 is a plan view showing an arrangement state of sensors in the apparatus of the embodiment.

FIG. 19 is a time chart showing the damping characteristic control operation of the conventional device.

[Explanation of symbols]

 a damping characteristic changing means b shock absorber c relative displacement detecting means d sprung vertical speed detecting means e basic control section f damping characteristic control means g correction control section h relative speed detecting means

Claims (1)

[Claims] 1. A shock absorber provided between a vehicle body side and each wheel side and having a damping characteristic changing means, and a relative displacement detecting means for detecting relative displacement between sprung and unsprung portions near a shock absorber mounting position. A sprung vertical speed detecting means for detecting the sprung vertical speed, a relative speed detecting means for detecting a relative speed between the sprung and unsprung speed, and a shock absorber when the control signal based on the sprung vertical speed is a positive value. Is controlled to the expansion side hard area, and when the control signal is a negative value, the shock absorber is controlled to the compression side hard area.
Damping characteristic control means having a basic control part for controlling the shock absorber in the soft region when the control signal is 0, and damping characteristic control means are provided, and the relative displacement between sprung mass and unsprung mass is within a predetermined threshold range. When it exceeds, from that time until the relative speed between sprung and unsprung reaches 0, there is provided a correction control unit for synthesizing the value of the relative displacement for the excess with a control signal at a predetermined magnification. A vehicle suspension device characterized by the above.