KR102643491B1 - System and method for damper control of vehicle - Google Patents

Abstract

The present invention introduces a damper control system and method for a vehicle that quickly secures the anti-roll control intervention point of the suspension control when the vehicle is traveling on a downhill slope and performs damper control accordingly to prevent the vehicle from overturning.

Description

Damper control system and method for vehicle {SYSTEM AND METHOD FOR DAMPER CONTROL OF VEHICLE}

The present invention relates to a damper control system and method for a vehicle that prevents the vehicle from overturning through damper control when turning on an incline.

Recently, ECS (Electric Control Suspension) has been used to improve ride comfort by minimizing the vertical flow of the car body (sprung mass) by controlling the damper according to the relative speed of the suspension. The ECS consists of four dampers that provide damping force between the car body and wheels, an ECU to control the dampers, a car body sensor to calculate the vertical speed of the car body, and a wheel sensor to calculate the vertical speed of the wheels. there was.

Meanwhile, when a vehicle is driving down a slope, more load is placed on the front wheels than when driving on flat ground. At this time, the front wheel tire force becomes larger, resulting in a larger lateral force than the driver's intention when turning. Accordingly, when driving on a downhill slope, a larger yaw rate and lateral acceleration occur than on flat ground, and the turning trajectory is reduced.

Additionally, when turning while driving downhill, a reverse bank situation occurs where the turning outer ring is located below the turning inner ring. Accordingly, there is a very high possibility that the vehicle will overturn even if a small roll occurs when turning while driving downhill.

The matters described as background technology above are only for the purpose of improving understanding of the background of the present invention, and should not be taken as recognition that they correspond to prior art already known to those skilled in the art.

KR 10-2009-0094509 (2009.09.08)

The present invention was proposed to solve this problem, and when the vehicle is driving on a downhill slope, the time to intervene in the anti-roll control of the suspension control is quickly secured, and the damper control is performed accordingly to prevent the vehicle from overturning. The purpose is to provide a control system and method.

The damper control system for a vehicle according to the present invention includes a slope determination unit that receives vertical acceleration information of the vehicle body and determines whether the vehicle is driving on an incline according to the pre-stored vertical acceleration information; A turning driving judgment unit that receives steering information of the vehicle and determines whether or not to turn driving; In the case of turning on an incline, a calculation unit that derives the inclination and lateral force generated on the vehicle body according to vertical acceleration information, derives the estimated rollover angle of the vehicle body on the incline, and derives the damper control amount using the lateral force and the estimated rollover angle; and a control unit that controls the left and right dampers using the damper control amount derived through the calculation unit.

The slope determination unit receives the vertical acceleration measured through the vertical acceleration sensor and derives the slope through the difference between the vertical acceleration measured based on vertical acceleration map data based on driving on flat ground without a slope and the vertical acceleration in the map data. It is characterized by

The slope determination unit receives additional wheel speed information, derives wheel acceleration according to wheel speed, and derives the slope through the difference between vertical acceleration and wheel acceleration.

The slope determination unit takes the variables of vertical acceleration and gravitational acceleration and determines whether the vehicle is driven on a slope or on a flat surface.

The turning driving judgment unit receives the steering angle through a steering angle sensor and determines that the vehicle is turning when the steering angle reaches a preset setting angle.

In the turning driving judgment unit, the setting angle is tuned according to the wheel speed, and when the wheel speed increases, the setting angle is corrected downward and when the wheel speed decreases, the setting angle is corrected upward.

The calculation unit derives the lateral force exerted by gravity on a slope and the lateral force exerted by centrifugal force when turning, and determines the rollover direction of the vehicle through the sum of each lateral force and calculation of the rollover angle for the center of gravity of the vehicle body and the wheels on the ramp. It is characterized by deriving the force for and deriving the damper control amount according to the force in the rollover direction.

The calculation unit is characterized by adjusting the damper control amount according to the change in the rollover estimate angle.

The calculation unit is characterized by deriving the lateral force applied by gravity through Equation 1 and the lateral force applied by centrifugal force through Equation 2.

Formula 1: Lateral force exerted by gravity =

Formula 2:

g: acceleration due to gravity, a _z : vertical acceleration

v: wheel speed, r: distance from the center of rotation to the center of the vehicle body

The calculation unit is characterized by deriving the force in the vehicle's rollover direction through Equation 3.

Equation 3: Force for rollover direction=

sinϕ: rollover estimate angle

Meanwhile, the damper control method for a vehicle according to the present invention includes a slope determination step of receiving vertical acceleration information of the vehicle body and determining whether the vehicle is driving on an incline according to the pre-stored vertical acceleration information; A turning driving determination step of receiving steering information of the vehicle and determining whether or not to turn driving; In the case of turning on an incline, the calculation step is to derive the inclination and lateral force generated on the vehicle body according to the vertical acceleration information, derive the estimated rollover angle of the vehicle body on the incline, and derive the damper control amount using the lateral force and estimated rollover angle. ; and a control step of controlling the left and right dampers with the damper control amount derived through the calculation unit.

The slope determination step receives the vertical acceleration measured through the vertical acceleration sensor, and derives the slope through the difference between the vertical acceleration measured based on vertical acceleration map data based on driving on flat ground without a slope and the vertical acceleration in the map data. It is characterized by

The turning driving judgment unit receives the steering angle through the steering angle sensor and determines that the vehicle is turning when the steering angle reaches the preset setting angle. The setting angle is tuned according to the wheel speed, so that when the wheel speed increases, the setting angle is lowered. It is characterized in that the setting angle is corrected upward when the wheel speed decreases.

The calculation step derives the lateral force exerted by gravity on a ramp and the lateral force exerted by centrifugal force when turning, and calculates the rollover direction of the vehicle through the sum of each lateral force and calculation of the estimated rollover angle for the center of gravity of the vehicle body and wheels on the ramp. It is characterized by deriving the force for and deriving the damper control amount according to the force in the rollover direction.

According to the vehicle damper control system and method structured as described above, when the vehicle is traveling on a downhill slope, the time to intervene in the anti-roll control of the suspension control is quickly secured, and the damper control is performed accordingly to prevent the vehicle from overturning.

1 is a configuration diagram of a damper control system for a vehicle according to an embodiment of the present invention.
2 to 5 are diagrams for explaining the damper control system of the vehicle shown in FIG. 1.
6 to 7 are flowcharts of a method for controlling a damper of a vehicle according to the present invention.

Hereinafter, a damper control system and method for a vehicle according to a preferred embodiment of the present invention will be described with reference to the attached drawings.

1 is a diagram showing the configuration of a damper control system for a vehicle according to an embodiment of the present invention, FIGS. 2 to 5 are diagrams for explaining the damper control system for a vehicle shown in FIG. 1, and FIGS. 6 to 7 are diagrams showing the configuration of a damper control system for a vehicle according to an embodiment of the present invention. This is a flowchart of the vehicle's damper control method according to .

As shown in FIG. 1, the damper control system for a vehicle according to the present invention includes a slope determination unit 10 that receives vertical acceleration information of the vehicle body and determines whether the vehicle is driving on an incline according to the pre-stored vertical acceleration information; A turning driving determination unit 20 that receives steering information of the vehicle and determines whether turning is necessary; In the case of turning on an incline, a calculation unit ( 30); and a control unit 40 that controls the left and right dampers using the damper control amount derived through the calculation unit 30.

In this way, the present invention determines driving on a slope through the slope determination unit 10, and determines whether driving on a turning is performed through the turning driving determination unit 20. Here, the slope determination unit 10 can acquire slope driving information through the body vertical acceleration sensor and the wheel vertical acceleration sensor, and the turning driving determination unit 20 can acquire information about turning driving through the steering angle sensor. there is.

When it is determined that the vehicle is turning on a slope through the slope determination unit 10 and the turning driving determination unit 20, the calculation unit 30 receives vertical acceleration information, turning information, and wheel speed to generate The rollover direction and angle of the vehicle body are derived from the lateral force and slope, and the damper control amount is calculated using the derived lateral force and rollover estimate angle. In this way, when the damper control amount is calculated through the calculation unit 30, the control unit 40 hard controls the damper of the outer wheel and the damper of the inner wheel according to the turning direction with the derived damper control amount, thereby maintaining stable driving of the vehicle. there is.

Describing the present invention described above in detail, the slope determination unit 10 can receive vertical acceleration information and determine whether the vehicle is driving on a slope according to the vertical acceleration information. This slope determination unit 10 is used to determine whether to drive on a downhill slope, and receives vertical acceleration through the vertical acceleration sensor 11. That is, when driving on a downhill slope, the vertical acceleration sensor 11 senses a positive offset of the vertical acceleration compared to when driving on flat ground, and this can be used to determine whether or not the vehicle is driving on a downhill slope.

In detail, the slope determination unit 10 receives the vertical acceleration measured through the vertical acceleration sensor 11, and the vertical acceleration measured based on the vertical acceleration map data based on driving on flat ground without a slope and the vertical acceleration of the map data. The slope can be derived from the difference in acceleration.

Here, the map data is vertical acceleration map data that stores the vertical acceleration according to engine torque that can be obtained through driving on flat ground. The slope of the road currently being driven is determined by using the difference between the vertical acceleration map data on flat ground and the vertical acceleration measured during driving. It can be figured out.

In addition, the slope determination unit 10 can further receive wheel speed information, derive wheel acceleration according to wheel speed, and derive the slope through the difference between vertical acceleration and wheel acceleration. This is possible when driving on a road with low wheel slip. By receiving the wheel speed through the wheel speed sensor 31 and deriving the wheel acceleration by differentiating the wheel speed, the wheel acceleration and vertical acceleration sensor 11 are derived. The slope of the road can be determined using the difference in vertical acceleration measured through .

In this way, the slope determination unit 10 determines the slope using map data and wheel acceleration based on flat driving, and collects the two data to accurately determine whether the vehicle has entered the slope.

In addition, the slope determination unit 10 can determine whether to drive on a slope or on a flat surface by taking the variables of vertical acceleration and gravitational acceleration. That is, even if the vehicle drives on a flat surface, an offset in vertical acceleration may occur due to the influence of changes in the weight of the vehicle, wind volume, and vehicle posture. Therefore, the slope determination unit 10 uses the vertical acceleration information to correct the determination of whether to drive on a slope and the degree of slope.

로 나타날 수 있다. 여기서, a_z는 수직가속도 센서(11)값이고, g는 중력가속도이다. 따라서, a_z < g(θ>0)일 경우 차량이 경사로에 진입한 것으로 판단할 수 있다. 이러한 경사도 판단식은

로 표현될 수 있으며,

로서 변수를 취하여 평지일수록 1에 가깝고, 경사가 급할수록 0에 가까운 값을 나타냄에 따라 경사도를 판단할 수 있다.In detail, as can be seen in Figure 2, the vertical acceleration sensor 11 value on the ramp is

It may appear as Here, a _z is the vertical acceleration sensor 11 value, and g is the gravitational acceleration. Therefore, if a _z <g(θ>0), it can be determined that the vehicle has entered the ramp. This slope judgment equation is

It can be expressed as,

By taking the variable as , the flatter the land, the closer to 1, and the steeper the slope, the closer to 0, so you can judge the slope.

Meanwhile, the turning driving determination unit 20 may receive the steering angle through the steering angle sensor 21, and determine that the vehicle is turning when the steering angle reaches a preset setting angle. In this way, when the steering angle input through the steering angle sensor 21 reaches the set angle, it is determined that the vehicle is turning, and the damper control according to the present invention is performed more quickly than the point of operation of the ESC when turning while driving downhill. Damper control is performed.

Here, in the turning driving determination unit 20, the setting angle is tuned according to the wheel speed, so that when the wheel speed increases, the setting angle is corrected downward and when the wheel speed decreases, the setting angle is corrected upward. In other words, the higher the driving speed when the vehicle is turning, the greater the lateral force is applied. If the wheel speed that determines the driving speed is high, the setting angle is corrected so that damper control is initiated at an earlier point.

This can be expressed by the formula below.

Setting angle =

δ _tuning: Setting angle tuning value

Accordingly, the setting angle is corrected downward when the wheel speed increases, thereby making the damper control entry point faster, so that the damper control point can be quickly secured when turning on an incline, thereby ensuring stable vehicle driving.

Meanwhile, the calculation unit 30 derives the lateral force exerted by gravity on a ramp and the lateral force exerted by centrifugal force when turning, and calculates the rollover estimate angle for the center of gravity of the vehicle body and the wheels on the ramp by adding up each lateral force. The force in the rollover direction of the vehicle can be derived, and the damper control amount can be derived according to the force in the rollover direction. That is, the calculation unit 30 uses information based on wheel speed, vertical acceleration, and turning angle to derive the damper control amount using the lateral force and rollover movement direction that occurs when turning on an incline.

In detail, if the vehicle is positioned horizontally and sideways on a ramp while turning, it is placed in a reverse bank situation where the possibility of the vehicle overturning is high. Therefore, the lateral force and rollover estimate angle applied to the vehicle on the slope are derived and damper control is performed accordingly.

Here, the lateral force applied to the vehicle is the lateral force applied by gravity and the lateral force applied by centrifugal force when turning, and the estimated rollover angle can be the direction in which the center of gravity of the vehicle body rotates around the wheel located under the ramp on the ramp. there is.

Additionally, the calculation unit 30 adjusts the damper control amount according to the amount of change in the rollover estimate angle. In other words, as the estimated rollover angle increases, the possibility of the vehicle overturning on a slope increases. Therefore, the damper control amount is adjusted according to the estimated rollover angle, and the damper of the outer ring and the damper of the inner ring are hard controlled according to the direction of rollover motion applied to the vehicle. Stable damper control can be performed.

Below, derivation of the damper control amount through the calculation unit 30 will be described in detail with reference to FIGS. 3 to 5.

The calculation unit 30 can derive the lateral force applied by gravity through Equation 1 and the lateral force applied by centrifugal force through Equation 2.

Formula 1: Lateral force exerted by gravity =

Formula 2:

Here, g: acceleration due to gravity, a _z : vertical acceleration, v: wheel speed, r: distance from the center of rotation to the center of the vehicle body.

로 도출될 수 있다. 여기에, 앞서 수직가속도 센서(11)를 통해 경사로 추정시 사용된

를 대입하면,

의 수식이 도출된다.In the case of Equation 1, as can be seen in Figure 3, the lateral force due to gravity with the car located on the ramp is

It can be derived as: Here, previously used when estimating the slope through the vertical acceleration sensor 11,

Substituting ,

The formula is derived.

In the case of Equation 2, as can be seen in FIG. 4, it is the lateral force applied by centrifugal force during a circular turn on a ramp, and can be derived based on a normal circular turn. Here, the distance (r) from the turning center to the vehicle body center can be estimated according to the steering angle.

Through this, it is possible to derive the lateral force due to gravity and the lateral force due to centrifugal force applied to the vehicle while turning on an incline.

Meanwhile, the calculation unit 30 can derive the force in the rollover direction of the vehicle through Equation 3.

Equation 3: Force for rollover direction=

Here, v is the running speed, sinϕ is the estimated rollover angle, and as can be seen in FIG. 5, it can be the angle between the ramp and an imaginary line connecting the center of gravity and the wheel located under the ramp. The normal direction of the virtual line connecting the center of gravity and the wheel located under this ramp can be estimated as the rollover movement direction.

In this way, the force in the rollover direction according to Equation 3 can be derived through the lateral force due to gravity, the lateral force due to centrifugal force, and the estimated rollover angle applied to the vehicle while turning on an incline.

로 도출될 수 있다.Here, in Equation 3, the distance (r) from the turning center to the body center is inversely proportional to the steering angle during a normal circular turn, and v is replaced by the average wheel speed, so the force in the rollover direction is

It can be derived as:

In other words, when a roll occurs in the vehicle, the estimated rollover angle (ϕ) increases depending on the roll angle, so the damper control amount can be adjusted according to the estimated rollover angle.

In particular, the present invention is for stable attitude control of the vehicle through rapid damper control when a change in the rollover estimate angle (ϕ) occurs. In the above-mentioned equation 3, the damper control amount is determined by using the change in the rollover estimate angle (ϕ) as a gain value. You can decide.

For this reason, the damper control amount is adjusted according to the change in the rollover estimate angle (ϕ), and the outer ring damper and inner ring damper are hard controlled based on the damper control amount according to the direction of rollover movement, so the vehicle follows rapid damper control when turning on a downhill slope. stable posture control can be performed.

Meanwhile, as shown in FIGS. 6 to 7, the damper control method for a vehicle according to the present invention includes a slope determination step ( S10); A turning driving determination step (S20) that receives steering information of the vehicle and determines whether or not to turn driving; In the case of turning on an incline, the calculation step is to derive the inclination and lateral force generated on the vehicle body according to vertical acceleration information, derive the estimated rollover angle of the vehicle body on the incline, and derive the damper control amount using the lateral force and estimated rollover angle. (S30); and a control step (S40) of controlling the left and right dampers using the damper control amount derived through the calculation unit 30.

In this way, the present invention determines driving on a slope through the slope determination step (S10) and determines whether or not turning driving is performed through the turning driving determination step (S20). Here, the slope determination step (S10) can acquire slope driving information through the body vertical acceleration sensor and the wheel vertical acceleration sensor, and the turning driving determination step (S20) can acquire information about turning driving through the steering angle sensor. there is.

Through this, if it is determined that the vehicle is turning on a slope, the vertical acceleration information, turning information, and wheel speed are input in the calculation step (S30), and the lateral force generated on the car body and the rollover direction and angle of the car body on the slope are derived, Calculate the damper control amount using the derived lateral force and rollover estimate angle. In this way, when the damper control amount is calculated in the calculation step (S30), the damper of the outer ring and the damper of the inner ring are hard controlled according to the turning direction with the damper control amount derived through the control step (S40) to maintain stable driving of the vehicle. can do.

Meanwhile, in the slope determination step (S10), the vertical acceleration measured through the vertical acceleration sensor 11 is input, and the vertical acceleration measured based on vertical acceleration map data based on driving on flat ground without a slope is measured and the vertical acceleration in the map data is input. The slope can be derived through the difference.

Here, the map data is vertical acceleration map data that stores the vertical acceleration according to engine torque that can be obtained through driving on flat ground. The slope of the road currently being driven is determined by using the difference between the vertical acceleration map data on flat ground and the vertical acceleration measured during driving. It can be figured out.

Meanwhile, in the turning driving determination step (S20), the steering angle is input through the steering angle sensor 21, and when the steering angle reaches a preset setting angle, it is determined that the vehicle is turning, and the setting angle is tuned according to the wheel speed. When the wheel speed increases, the setting angle can be corrected downward, and when the wheel speed decreases, the setting angle can be corrected upward.

In other words, the higher the driving speed when the vehicle is turning, the greater the lateral force is applied. If the wheel speed that determines the driving speed is high, the setting angle is corrected so that damper control is initiated at an earlier point. Accordingly, the setting angle is corrected downward when the wheel speed increases, thereby making the damper control entry point faster, so that the damper control point can be quickly secured when turning on an incline, thereby ensuring stable vehicle driving.

Meanwhile, the calculation step (S30) derives the lateral force exerted by gravity on a ramp and the lateral force exerted by centrifugal force when turning, and calculates the sum of each lateral force and the estimated rollover angle for the center of gravity of the vehicle body and wheels on the ramp. Through this, the force in the vehicle's rollover direction can be derived, and the damper control amount can be derived according to the force in the rollover direction.

In other words, if the vehicle is positioned horizontally and sideways on a ramp while turning, it is placed in a reverse bank situation where the possibility of the vehicle overturning is high. Therefore, the lateral force and rollover estimate angle applied to the vehicle on the slope are derived and damper control is performed accordingly.

Here, the lateral force applied to the vehicle is the lateral force applied by gravity and the lateral force applied by centrifugal force when turning, and the estimated rollover angle can be the direction in which the center of gravity of the vehicle body rotates around the wheel located under the ramp on the ramp. there is.

Additionally, the calculation step (S30) adjusts the damper control amount according to the change in the rollover estimate angle. In other words, as the estimated rollover angle increases, the possibility of the vehicle overturning on a slope increases. Therefore, the damper control amount is adjusted according to the estimated rollover angle, and the dampers on the outer and inner wheels are hard controlled according to the direction of rollover motion applied to the vehicle to ensure stable damper control. can be performed.

According to the vehicle damper control system and method structured as described above, when the vehicle is traveling on a downhill slope, the time to intervene in the anti-roll control of the suspension control is quickly secured, and the damper control is performed accordingly to prevent the vehicle from overturning.

Although the present invention has been shown and described in relation to specific embodiments, it is known in the art that the present invention can be modified and changed in various ways without departing from the technical spirit of the invention as provided by the following claims. This will be self-evident to those with ordinary knowledge.

10: Ramp judgment unit
20: Turning driving judgment unit
30: Computation unit
40: Control unit
S10: Ramp judgment stage
S20: Turning driving judgment step
S30: Computation step
S40: Control phase

Claims (14)

A slope determination unit that receives vertical acceleration information of the vehicle body and determines whether the vehicle is driving on a slope according to the pre-stored vertical acceleration information;
A turning driving judgment unit that receives steering information of the vehicle and determines whether or not to turn driving;
In the case of turning on an incline, a calculation unit that derives the inclination and lateral force generated on the vehicle body according to vertical acceleration information, derives the estimated rollover angle of the vehicle body on the incline, and derives the damper control amount using the lateral force and the estimated rollover angle; and
It includes a control unit that controls the left and right dampers with the damper control amount derived through the calculation unit,
The slope determination unit receives the vertical acceleration measured through the vertical acceleration sensor and derives the slope through the difference between the vertical acceleration measured based on vertical acceleration map data based on driving on flat ground without a slope and the vertical acceleration in the map data. Characterized by the vehicle's damper control system. delete In claim 1,
A damper control system for a vehicle, wherein the slope determination unit receives additional wheel speed information, derives wheel acceleration according to wheel speed, and derives slope through the difference between vertical acceleration and wheel acceleration. In claim 1,
A damper control system for a vehicle, wherein the slope determination unit takes the variables of vertical acceleration and gravitational acceleration and determines whether to drive on a slope or on a flat surface. In claim 1,
A damper control system for a vehicle characterized in that the turning driving judgment unit receives the steering angle through a steering angle sensor and determines that the vehicle is turning when the steering angle reaches a preset setting angle. In claim 5,
A damper control system for a vehicle, wherein the set angle in the turning driving judgment unit is tuned according to the wheel speed, so that when the wheel speed increases, the set angle is corrected downward and when the wheel speed decreases, the set angle is corrected upward. In claim 1,
The calculation unit derives the lateral force exerted by gravity on a slope and the lateral force exerted by centrifugal force when turning, and determines the rollover direction of the vehicle by summing each lateral force and calculating the rollover angle for the center of gravity of the vehicle body and the wheels on the ramp. A damper control system for a vehicle, characterized in that it derives the force for the rollover direction and the damper control amount according to the force for the rollover direction. In claim 7,
A damper control system for a vehicle, wherein the calculation unit adjusts the damper control amount according to the change in the estimated rollover angle. In claim 7,
A damper control system for a vehicle, wherein the calculation unit derives the lateral force exerted by gravity through Equation 1 and the lateral force exerted by centrifugal force through Equation 2.
Formula 1: Lateral force exerted by gravity =

Formula 2:

g: acceleration due to gravity, a _z : vertical acceleration
v: wheel speed, r: distance from the center of rotation to the center of the vehicle body In claim 9,
A damper control system for a vehicle, wherein the calculation unit derives the force in the rollover direction of the vehicle through Equation 3.
Equation 3: Force for rollover direction=

sinϕ: rollover estimate angle A slope determination step of receiving vertical acceleration information of the vehicle body and determining whether the vehicle is driving on a slope according to the pre-stored vertical acceleration information;
A turning driving determination step of receiving steering information of the vehicle and determining whether or not to turn driving;
In the case of turning on an incline, the calculation step is to derive the inclination and lateral force generated on the vehicle body according to vertical acceleration information, derive the estimated rollover angle of the vehicle body on the incline, and derive the damper control amount using the lateral force and estimated rollover angle. ; and
It includes a control step of controlling the left and right dampers with the damper control amount derived through the calculation unit,
The slope determination step receives the vertical acceleration measured through the vertical acceleration sensor, and derives the slope through the difference between the vertical acceleration measured based on vertical acceleration map data based on driving on flat ground without a slope and the vertical acceleration in the map data. A damper control method for a vehicle, characterized in that. delete In claim 11,
In the turning driving judgment stage, the steering angle is input through the steering angle sensor, and when the steering angle reaches the preset setting angle, the vehicle is judged to be turning. The setting angle is tuned according to the wheel speed, so that the setting angle increases when the wheel speed increases. A damper control method for a vehicle, characterized in that the set angle is corrected upward when the wheel speed decreases. In claim 11,
The calculation step derives the lateral force exerted by gravity on a ramp and the lateral force exerted by centrifugal force when turning, and calculates the rollover direction of the vehicle through the sum of each lateral force and calculation of the estimated rollover angle for the center of gravity of the vehicle body and wheels on the ramp. A damper control method for a vehicle, characterized by deriving the force for and deriving the damper control amount according to the force in the rollover direction.

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