JPH0789317A - Suspension controller for vehicle - Google Patents

Abstract

PURPOSE:To detect rolling acting on as vehicle body and to control the damping force of a suspension mechanism, based on the intensity of the rolling. CONSTITUTION:A suspension controller is provided with a first potensiometer 31 and a second potensiometer 35, both of which are attached to the stabilizer 27 of a vehicle 1 and the former of which outputs the voltage corresponding to torsional torque at the right, front wheel side of the stabilizer 27 while the latter of which outputs the voltage corresponding to torsional torque at the left, front wheel side of the stabilizer 27, a differential amplifier, which outputs an electrical potential difference between voltages detected respectively by the first and second potensiometers 31, 35, and a controller 25, which sets the damping force of respective oil dampers 3, 7, 11, 15 to a prescribed state in accordance with relationship magnitudes between the output of the differential amplifiers and respective threshold values of first and second threshold value groups.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension control device for a vehicle, and more particularly to a suspension control device for a vehicle suitable for achieving both steering stability and riding comfort of the vehicle.

[0002]

2. Description of the Related Art Conventionally, a vehicle equipped with a suspension control device has an anti-nose dive control that suppresses a nose dive phenomenon in which the front side of the vehicle lowers when the vehicle is braked. Anti-squat control that suppresses the squat phenomenon that the front side of the vehicle floats up, Anti-roll control that suppresses rolling phenomenon during cornering of the vehicle, Ride comfort control that improves the ride comfort when the vehicle is traveling on a bad road, It is equipped with functions such as high-speed response control when the vehicle is traveling at high speed. Among these various controls, as anti-roll control, control has been developed to increase the damping force of the suspension mechanism when the steering angle speed and the vehicle speed (or engine speed) map thresholds are exceeded during cornering of the vehicle. ing.

[0003]

However, in a vehicle equipped with the above-described conventional suspension control device, the pitching (pitching) phenomenon that acts on the vehicle is detected by the vertical acceleration sensor installed in the vehicle in advance. Although it has a function to perform suspension control, it does not have a function to detect the size of rolling that acts on the vehicle due to disturbance such as ruts on the road surface of the vehicle or crosswind,
When the vehicle is running at high speed, the damping force of the suspension mechanism is set to a high value in advance in order to improve the steering stability.However, because the damping force is set to a high value, the riding comfort is sacrificed to some extent. There was a problem that I could not help it. That is, the conventional technology has a problem that it is difficult to achieve both steering stability and riding comfort regardless of whether the vehicle runs at high speed.

[0004]

It is an object of the present invention to improve the inconveniences of the above-mentioned conventional examples, and in particular, to make it possible to detect rolling (rolling) acting on a vehicle body due to a disturbance such as a rut on the road surface of a vehicle or a side wind. It is an object of the present invention to provide a vehicle suspension control device that achieves both steering stability and riding comfort by controlling the damping force of the suspension mechanism based on the size.

[0005]

SUMMARY OF THE INVENTION The present invention includes a first detecting means attached to the stabilizer of a vehicle equipped with a suspension mechanism and a stabilizer for detecting a twist on the right wheel side of the stabilizer, and the first detecting means of the vehicle. Second stabilizer attached to the stabilizer for detecting twist on the left wheel side of the stabilizer, and positive and negative reference values relating to the difference in twist detected by the first and second detectors, respectively. A set of first threshold groups and a set of first threshold groups each corresponding to each reference value of the first threshold group and having a value greater than each of the set reference values. Storage means for storing the second threshold value group, and the damping force of the suspension mechanism based on the detection data of the first and second detection means and the storage data of the storage means. And a Gosuru control means, first the control means, stored in the absolute value and the storage means of each detected difference twisted by the first and second detecting means
And a magnitude relationship determining function for determining the magnitude relationship between the absolute values of the respective reference values of the second threshold value group, and the absolute value of the difference between the twists of one of the reference values of the first threshold value group. If it is less than the absolute value, the damping force of the suspension mechanism is set to a lower state, and the absolute value of the twist difference is greater than or equal to the absolute value of any one of the reference values of the first threshold value group, and If the absolute value of any of the reference values of the second threshold value group is less than the absolute value of the reference value, the damping force is set to a medium state, and the absolute value of the difference in twist is one of the second threshold value group If the absolute value of the reference value is greater than or equal to, it has a damping force setting function for setting the damping force to a higher state,
Is adopted. This aims to achieve the above-mentioned object.

[0006]

According to the present invention, the first detecting means detects the twist on the right wheel side of the stabilizer, the second detecting means detects the twist on the left wheel side of the stabilizer, and the difference between the detected twists. Is provided with a function of determining the magnitude relationship between the absolute value of the reference value and the absolute value of each of the reference values of the first and second threshold groups. Since the degree of rolling acting on the vehicle due to a disturbance such as a side wind can be grasped, it is possible to control the damping force of the suspension mechanism according to the degree of rolling by utilizing this.
In addition, the damping force of the suspension mechanism is changed according to the magnitude relationship between the absolute value of the difference between the twists on the right wheel side and the left wheel side of the stabilizer and the absolute value of each reference value of the first and second threshold groups. Since it has a function of appropriately setting each state of low / medium / high, it does not have a function of detecting rolling acting on the vehicle due to a rut on the road surface of the vehicle, cross wind, etc. In addition, it is not necessary to previously set the damping force at a high level at the sacrifice of riding comfort in order to improve the steering stability of the vehicle at high speeds. As a result, it is possible to improve the riding comfort especially at high speeds. It will be possible. Furthermore, in other words, the damping force can be set to an optimum state according to the degree of rolling caused by a disturbance such as whether or not there is a rut on the road surface of the vehicle and whether the crosswind is strong or weak. Regardless of this, it is possible to achieve both steering stability and riding comfort.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment to which the vehicle suspension control device of the present invention is applied will be described below with reference to the drawings.

First, the structure of the essential parts of a vehicle equipped with the vehicle suspension control device of this embodiment will be described with reference to FIGS. 2 and 3. In the vicinity of the right front wheel of the vehicle 1, an oil damper 3 and a coil spring are provided. 4, a suspension mechanism 2 including an actuator 5 is disposed, and a suspension mechanism 6 including an oil damper 7, a coil spring 8 and an actuator 9 is disposed near the left front wheel. A suspension mechanism 10 including an oil damper 11, a coil spring 12 and an actuator 13 is arranged near the right rear wheel, and an oil damper 15, a coil spring 16 and an actuator 17 are arranged near the left rear wheel. The suspension mechanism 14 provided is provided.

Inside the vehicle 1, a steering sensor 18 for detecting a steering angle, a vertical acceleration sensor 19 for detecting a vertical acceleration acting on the vehicle body, a vehicle speed sensor 20 for detecting a vehicle speed, and a vehicle driver. A throttle sensor 21 for detecting the throttle opening based on the accelerator pedal depression operation, a brake switch 22 for detecting the brake operation state based on the vehicle driver's brake pedal depression operation, and an engine rotation speed signal An ignition coil 23 and an electronic suspension controller 25 (hereinafter abbreviated as a controller) for controlling suspension are arranged.

Further, the stabilizer 2 is provided between both ends of the tie rod 26 connecting the right front wheel 1A side and the left front wheel 1B side.
7 is equipped. While the vehicle 1 is traveling, the stabilizer 27 does not operate as a spring when the right front wheel 1A and the left front wheel 1B move vertically in phase, but the right front wheel 1A and the left front wheel 1B reverse vertically. When moving in phase (when rolling occurs), a twist occurs near the center of the stabilizer 27, and the twist rigidity serves as resistance to suppress the leaning of the vehicle body.

A gear 28 is fixed to the stabilizer 27 on the right front wheel side, and the gear 28 has a gear 29.
Are engaged with each other, and a first potentiometer 31 is attached to the gear 29 via a shaft 30. Similarly, a gear 32 is fixed on the left front wheel side of the stabilizer 27, a gear 33 is meshed with the gear 32, and a second potentiometer 35 is attached to the gear 33 via a shaft 34. .

When the vehicle 1 travels and a rolling phenomenon occurs in the vehicle body due to the influence of ruts on the road surface of the vehicle, cross winds, etc., and the stabilizer 27 is twisted, the gear 28 is twisted by the twisting of the stabilizer 27. Since the gear 29 is rotated, the gear 29 is also rotated, and accordingly, the rotation of the gear 29 is transmitted to the first potentiometer 31 via the shaft 30. Similarly, since the gear 32 rotates due to the twist of the stabilizer 27, the gear 33 also rotates, and accordingly, the rotation of the gear 33 causes the rotation of the gear 33 via the shaft 34.
Is being transmitted to.

The first potentiometer 31 has a function as a torque sensor for detecting a twisting torque near the right front wheel of the stabilizer 27 via the gears 28 and 29, and a voltage signal corresponding to the detected twisting torque will be described later. It outputs to the differential amplifier 47. In addition, the second potentiometer 35 has a function as a torque sensor that detects a twisting torque near the left front wheel of the stabilizer 27 via the gear 32 and the gear 33, and a voltage signal corresponding to the detected twisting torque is used as a difference signal to be described later. Motion amplifier 47
It is designed to output to.

Next, the configuration of the vehicle suspension control device of this embodiment will be described with reference to FIG. 1. In the controller 25, a battery 38 is provided via fuses 36 and 37.
And the ignition switch 40 via the fuse 39.
, A brake switch 22, a stop lamp 41 that lights up when the brake is operated, and an auto / sport switch 4
2, the DN switch 43, and the ignition coil 23
, Noise filter 44, sport / auto lamp 4
5 and 5 are connected to each other.

The controller 25 includes a vehicle speed sensor 20, a steering sensor 18, a vertical acceleration sensor 19, a throttle sensor 21, an engine control controller (EPI controller) 46, and oil dampers 3, 7, 11 respectively. Actuators 5, 9, 13 and 17 for setting the damping forces of 15 and 15 to predetermined states (“hard state”, “soft state”, “medium state”) are respectively connected.

Further, a first potentiometer 31 and a second potentiometer 35 are connected to the controller 25 via a differential amplifier 47, respectively.
7 outputs a signal corresponding to the potential difference between the voltage detected by the first potentiometer 31 and the voltage detected by the second potentiometer 35 to the controller 25.

The controller 25 judges the steering operation state based on the output signal of the steering sensor 18, judges the degree of vertical acceleration acting on the vehicle body based on the output signal of the vertical acceleration sensor 19, and outputs the output signal of the vehicle speed sensor 20. The degree of vehicle speed is determined based on the output signal of the throttle sensor 21, the degree of throttle opening is determined based on the output signal of the throttle sensor 21, and the operating state of the brake is determined based on the output signal of the brake switch 22.

The controller 25 also includes a differential amplifier 4
7 output signals (first and second potentiometers 31, 3
By determining the size of rolling (rolling) acting on the vehicle body based on the potential difference of each detected voltage of 5) and controlling the operation of each actuator 5, 9, 13, 17, each oil damper 3, 7, The damping force of 11 and 15 is in a predetermined state ("soft state""mediumstate""hardstate")
It is controlled so that This will be described later.

The characteristic points of this embodiment will be described below. With respect to the output value of the differential amplifier 47, as shown in FIG. 4, a positive first threshold value centered at a voltage of 0 [V] is used. A set of “first threshold value groups” having a (reference value) and a negative first threshold value (reference value), and set corresponding to each reference value of the first threshold value group. A second threshold group having a set of second thresholds (reference values) having absolute values of the set reference values that are larger than the reference values of the first threshold group. And are set. Data corresponding to these first and second threshold groups are stored in the memory 4 built in the controller 25.
8 is stored in advance.

The controller 25 has a function of judging the magnitude relation between the output of the differential amplifier 47 and the "first threshold value group" and the "second threshold value group". Absolute value of "first threshold group"
Is less than the absolute value of the positive and negative first threshold value (when the road surface of the vehicle is flat and the cross wind is weak), the operation of each actuator 5, 9, 13, 17 is controlled to control each oil damper. The damping forces of 3, 7, 11, and 15 are set to the "soft state".

The controller 25 also includes a differential amplifier 4
The absolute value of the output of 7 is greater than or equal to the absolute values of the positive and negative first threshold values of the "first threshold value group", and the positive and negative second threshold values of the "second threshold value group" Is less than the absolute value of (for example, when the road surface of the vehicle is relatively flat and the crosswind is moderate), the operation of each actuator 5, 9, 13, 17 is controlled to control each oil damper 3, 7, 11, The damping force of 15 is set to "medium state", and then the differential amplifier 47
When the absolute value of the output of the above falls below the absolute value of the positive and negative first threshold values of the "first threshold value group", after holding the damping force in the "medium state" for 2 seconds, for example,
It is designed to switch to "soft state".

The controller 25 also includes a differential amplifier 4
When the absolute value of the output of 7 is equal to or more than the absolute value of the positive and negative second threshold values of the “second threshold value group” (when there is a rut on the road surface of the vehicle and strong cross wind is generated), each actuator 5 ，
By controlling the operations of 9, 13, and 17, each oil damper 3,
The damping force of 7, 11, 15 is set to "hard state", and then the absolute value of the output of the differential amplifier 47 is the absolute value of the positive and negative first threshold values of the "first threshold value group". When the force falls below the lower limit, the damping force is held in the "hard state" for 2 seconds, for example, and then switched to the "soft state".

Next, an example of suspension control in this embodiment having the above-mentioned structure will be described with reference to FIG.

When the vehicle 1 is running, the stabilizer 2
When twist occurs in the first potentiometer 31
Detects the twisting torque of the stabilizer 27 via the gear 28 and the gear 29, and outputs a voltage signal according to the detected twisting torque to the differential amplifier 47. Further, the second potentiometer 35 detects the twisting torque of the stabilizer 27 via the gear 32 and the gear 33, and outputs a voltage signal according to the detected twisting torque to the differential amplifier 47. As a result, the differential amplifier 47 controls the potential difference between the output voltages of the first and second potentiometers 31 and 35 by the controller 25.
Output to.

The controller 25 determines whether the absolute value of the output of the differential amplifier 47 is greater than or less than the absolute value of the positive and negative first threshold values of the "first threshold value group" or less ( Step S1), when the absolute values of the positive and negative first threshold values of the "first threshold value group" are less than the absolute value (when the vehicle traveling road surface is flat and the cross wind is weak), each actuator 5,
By controlling the operations of 9, 13, and 17, each oil damper 3,
The damping forces of 7, 11, and 15 are set to the "soft state" (step S2).

On the other hand, the controller 25 determines in step S1 that the absolute value of the output of the differential amplifier 47 is "first
When the absolute value of the positive and negative first threshold values of the “threshold group” is greater than or equal to the absolute value of the output of the differential amplifier 47, the positive and negative first threshold values of the “second threshold group” are indicated. It is determined whether the threshold value is equal to or more than the absolute value or less than the absolute value (step S
3).

In the controller 25, the absolute value of the output of the differential amplifier 47 is equal to or more than the absolute values of the positive and negative first threshold values of the "first threshold value group", and the "second threshold value group". Is less than the absolute value of the positive and negative second threshold values (for example, when the vehicle road surface is relatively flat and the crosswind is moderate), the operation of each actuator 5, 9, 13, 17 is controlled. Then, the damping force of each oil damper 3, 7, 11, 15 is set to the "medium state" (step S4).

Next, the controller 25 controls the differential amplifier 4
It is determined whether or not the absolute value of the output of No. 7 has dropped below the absolute value of the positive and negative first threshold values of the "first threshold value group" (step S5), and the "first threshold value group" If it is not lower than the absolute value of the positive and negative first threshold values, the process returns to the determination of step S3, while the positive and negative first threshold values of the "first threshold value group" are returned. When the value falls below the absolute value, each actuator 5, 9, 13,
17 to control the oil dampers 3, 7, 11, 1
After holding the damping force of 5 in the "medium state" for 2 seconds, for example, it is switched to the "soft state" (step S6).

On the other hand, the controller 25 determines in step S3 that the absolute value of the output of the differential amplifier 47 is "second
When the absolute values of the positive and negative first threshold values of the "threshold value group" are exceeded (when there is a rut on the road surface of the vehicle and strong side winds, etc.), each actuator 5, 9, 13, 17
Is controlled to set the damping force of each oil damper 3, 7, 11, 15 to the "hard state" (step S7).

Next, the controller 25 controls the differential amplifier 4
It is determined whether or not the absolute value of the output of 7 has dropped below the absolute value of the positive and negative first threshold values of the "first threshold value group" (step S8), and the "first threshold value group" is determined. , The absolute value of the positive and negative first threshold values of
The damping force of each oil damper 3, 7, 11, 15 is controlled to, for example, 2 by controlling the operation of each actuator 5, 9, 13, 17.
After being kept in the "hard state" for a second, it is switched to the "soft state" (step S9). The above is the flow of suspension control in the present embodiment.

As described above, according to the present embodiment, the voltage corresponding to the twist of the stabilizer 27 is detected by the first and second potentiometers 31 and 35 attached to the stabilizer 27, and the first differential amplifier 47 detects the voltage. And the second
By detecting the potential difference between the detection voltages of the potentiometers 31 and 35, the twisting condition of the stabilizer 27 (in other words, whether the left and right front wheels move up and down in reverse phase) can be grasped. It is possible to accurately detect a rolling phenomenon that acts on the vehicle body due to a rut on the road surface, cross wind, or the like.

Further, according to this embodiment, the output of the differential amplifier 47 which changes according to the magnitude of rolling acting on the vehicle body, the "first threshold value group" and the "second threshold value group". Based on the size relationship of each oil damper 3,7,1
Since the damping force of 1, 15 is switched to the preset damping force, the rolling that acts on the vehicle body due to the influence of ruts on the vehicle traveling road surface or cross wind cannot be detected as in the past, so that the steering stability during high-speed traveling of the vehicle is stable. It is no longer necessary to sacrifice riding comfort to set the damping force in advance in order to improve the
As a result, it becomes possible to achieve both steering stability and riding comfort when traveling at high speed.

Further, according to the present embodiment, the differential amplifier 47
When the absolute value of the output of is less than the absolute value of the "first threshold value group" (when the road surface of the vehicle is flat and cross wind is weak)
Sets the damping force of each oil damper 3,7,11,15 to "soft state", and "first threshold value group"
Is greater than or equal to the absolute value of the "second threshold value group" (when the vehicle traveling road surface is relatively flat and the crosswind is moderate), the damping force is set to the "medium state",
After that, when the absolute value of both thresholds of the "first threshold value group" is decreased, the damping force is held in the "medium state" for 2 seconds and then switched to the "soft state".
When the absolute value of the “second threshold group” is exceeded,
When the damping force is set to the “hard state” and then falls below the absolute value of the “first threshold value group” (when there is a rut on the road surface of the vehicle and strong side wind), the damping force is set to the “hard state” for 2 seconds. Since it is switched to the "soft state" after being kept in the "state", the damping force can be set to the optimum state according to the disturbance such as whether there is a rut on the road surface of the vehicle or whether the crosswind is strong or weak. It is possible to achieve both steering stability and riding comfort regardless of external disturbances.

Further, according to this embodiment, when returning the damping force of each oil damper 3, 7, 11, 15 from the "hard state" or the "medium state" to the "soft state", the damping force is changed to the "hard state". Since the holding time for holding for a predetermined time (for example, 2 seconds) is set to "state" or "medium state", it is also possible to prevent the rolling back phenomenon that acts on the vehicle body when the damping force is returned.

In this case, in the present embodiment, it is determined in the suspension control of FIG. 5 whether the vehicle speed is in the medium or low speed region or the high speed region, and when the vehicle speed is in the high speed region, it is shown in FIG. It is also possible to set the absolute values of the first and second threshold groups to a low value so that the suspension control of FIG. 5 can be easily entered. As a result, it becomes possible to further improve the steering stability when the vehicle is traveling at high speed.

Further, in the present embodiment, the case where the twist of the stabilizer is detected by the potentiometer is taken as an example, but the present invention is not limited to the potentiometer, and the twist of the stabilizer is detected by, for example, the photo interrupter method or the variable inductor method. It is also possible to do so.

Further, in this embodiment, the oil dampers 3, 7, 11, 1 are respectively subjected to the steps S6 and S9 in FIG.
The damping force of 5 was held for 2 seconds in the "medium state"("hardstate") and then returned to the "soft state", but the time to maintain the "hard state" was limited to 2 seconds. Instead, it can be set to an arbitrary time (short time in seconds).

Further, in this embodiment, the numerical values of the first and second threshold value groups for suspension control are set to the numerical values shown in FIG. 4, but the numerical values of the first and second threshold value groups are It is not limited to the values shown in FIG.

[0039]

As described above, according to the vehicle suspension control device of the present invention, the first detecting means detects the twist on the right wheel side of the stabilizer, and the second detecting means detects the left wheel of the stabilizer. Since it has a function of detecting the twist on the side and determining the magnitude relationship between the absolute value of the detected difference between the twists and the absolute value of each reference value of the first and second threshold groups, Based on the magnitude judgment result, it is possible to grasp the degree of rolling that acts on the vehicle due to a disturbance such as ruts on the road surface of the vehicle or side wind. Therefore, using this, the damping force control of the suspension mechanism can be controlled. The effect that it can be performed depending on the degree can be achieved.

Further, according to the vehicle suspension control device of the present invention, the absolute value of the difference in twist between the right wheel side and the left wheel side of the stabilizer and the absolute values of the respective reference values of the first and second threshold value groups. Since it has a function to set the damping force of the suspension mechanism to each state of low / medium / high depending on the magnitude relationship with the value, as in the past, for example, the influence of ruts and cross winds on the road surface of the vehicle. Since it does not have a function to detect rolling acting on the vehicle, it is not necessary to set the damping force in advance at the sacrifice of riding comfort in order to improve steering stability during high-speed running of the vehicle, As a result, it becomes possible to improve the riding comfort, especially when traveling at high speed. Furthermore, in other words, the damping force can be set to an optimum state according to the degree of rolling caused by a disturbance such as whether or not there is a rut on the road surface of the vehicle and whether the crosswind is strong or weak. It is possible to achieve the effect that it is possible to achieve both steering stability and riding comfort regardless of the situation.

Further, in the vehicle suspension control device of the present invention, the absolute value of the twist difference is equal to or greater than the absolute value of any reference value of the first threshold value group, and the second threshold value group has If the value falls below the absolute value of any reference value of the first threshold value group after it becomes less than the absolute value of any reference value, the damping force is held in a medium state for a predetermined time. After setting to a lower state, the absolute value of the twist difference becomes equal to or greater than the absolute value of any reference value of the second threshold group, and then the absolute value of any reference value of the first threshold group. When it has a function to set the damping force to a higher state for a predetermined time when it falls below a certain value and then set it to a lower state, the damping force is changed from a high state or a medium state to a low state. It is also possible to prevent the rolling back phenomenon that acts on the car body when returning Made, there is an effect that.

[Brief description of drawings]

FIG. 1 is a control block diagram showing a configuration of a main part of a vehicle in the present embodiment to which the present invention is applied.

FIG. 2 is an explanatory diagram showing a configuration of a main part of a vehicle in the present embodiment.

FIG. 3 is an explanatory view showing a mounting state of the first and second potentiometers with respect to the stabilizer in this embodiment.

FIG. 4 is a diagram showing an output example of the differential amplifier in the present embodiment.

FIG. 5 is a flow chart of suspension control in the present embodiment.

[Explanation of symbols]

2,6,10,14 Suspension mechanism 3,7,11,15 Oil dampers 4,8,12,16 Coil springs 5,9,13,17 Actuator 25 Controller 25 as a control means 27 Stabilizer 31 first potentiometer as first detecting means 35 second potentiometer as second detecting means 47 differential amplifier 48 memory as storing means

Claims (2)

[Claims] 1. A first detection means attached to the stabilizer of a vehicle equipped with a suspension mechanism and a stabilizer, for detecting a twist on the right wheel side of the stabilizer, and attached to the stabilizer of the vehicle. Second detection means for detecting twist on the left wheel side, and a set of first and second sets having positive and negative reference values relating to the difference in twist detected by the first and second detection means, respectively.
And a set of second thresholds each corresponding to each reference value of the first threshold group and having a value larger than each of the set reference values. The storage device stores a group, and a control device that controls the damping force of the suspension mechanism based on the detection data of the first and second detection devices and the storage data of the storage device. The magnitude relationship between the absolute value of the twist difference detected by the first and second detection means and the absolute value of the reference values of the first and second threshold value groups stored in the storage means is determined. If the absolute value of the difference in torsion is less than the absolute value of any reference value of the first threshold value group, the damping force of the suspension mechanism is set to a lower state, Of the twist difference If the pair value is greater than or equal to the absolute value of any reference value of the first threshold value group and less than the absolute value of any reference value of the second threshold value group, the damping force is set to medium. A damping force setting function that sets the damping force to a higher state when the absolute value of the twist difference is equal to or greater than the absolute value of any reference value of the second threshold value group. A suspension control device for a vehicle, comprising: 2. The control means is further configured such that the absolute value of the twist difference is greater than or equal to the absolute value of a reference value of any one of the first threshold value groups, and the second threshold value group has If the value falls below the absolute value of any of the reference values of the first threshold value group after becoming less than the absolute value of any of the reference values, the damping force is held in a medium state for a predetermined time. And then set to a lower state, and after the absolute value of the twist difference becomes equal to or greater than the absolute value of any reference value of the second threshold value group, any one of the first threshold value group A second damping force setting function for holding the damping force in a high state for a predetermined time and then setting it in a low state when the damping force falls below the absolute value of the reference value. The vehicle suspension control device described.