Suspension control device for vehicle

Abstract

To make it possible to correctly acquire a zero point of a control position of an actuator for controlling a suspension stroke when stopping.SOLUTION: A suspension control device for vehicle comprises: one or more actuators which change a suspension stroke of a vehicle having one or more doors; and an electronic control unit which controls the stroke by positional control of the one or more actuators. The electronic control unit executes: opening / closing determination processing for determining opening / closing of the one or more doors on the basis of information concerning opening / closing of the one or more doors; and first acquisition processing for acquiring a zero point in response to establishment of a first condition for acquiring the zero point of a control position of the one or more actuators when the vehicle stops, or in response to lapse of a prescribed time from the establishment of the first condition. The first condition includes the fact that all of the one or more doors have become in a closed state, after at least one of the one or more doors has opened.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to a suspension control device for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a vehicle suspension device. The suspension device includes a suspension body that receives power from an electric motor, and a motor control device that controls the electric motor. The motor control device performs zero point correction of a current sensor based on the vehicle speed and vehicle acceleration. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-166861 A [Patent Document 2] JP 2007-076572 A Summary of the Invention [Problem to be solved by the invention]

[0004] When the vehicle is stopped, the sprung weight of the vehicle changes, for example, due to passengers getting on and off and / or luggage being loaded and unloaded. When the sprung weight changes, the neutral position of the suspension stroke changes. For this reason, in a vehicle equipped with an active suspension that can control the suspension stroke by controlling the position of the actuator, it is required to accurately obtain the zero point of the actuator control position when the vehicle is stopped, while assuming passengers getting on and off and / or luggage being loaded and unloaded.

[0005] The present disclosure has been made in consideration of the above-mentioned problems, and aims to provide a vehicle suspension control device that can accurately obtain the zero point of the control position of an actuator for controlling the suspension stroke when the vehicle is stopped. [Means for solving the problem]

[0006] A vehicle suspension control device according to the present disclosure includes one or more actuators and an electronic control unit. The one or more actuators change the stroke of a suspension of a vehicle having one or more doors. The electronic control unit controls the stroke by controlling the position of the one or more actuators. The electronic control unit executes an opening / closing determination process for determining whether the one or more doors are opened or closed based on information regarding the opening and closing of the one or more doors, and a first acquisition process for acquiring a zero point in response to the establishment of a first condition, which is a condition for acquiring a zero point of the control position of the one or more actuators when the vehicle is stopped, or in response to the lapse of a predetermined time from the establishment of the first condition. The first condition includes that all of the one or more doors are closed after at least one of the one or more doors is opened. Effect of the Invention

[0007] According to the present disclosure, it becomes possible to accurately obtain the zero point when the vehicle is stopped, taking into account changes in the zero point caused by the effects of passengers getting on and off and / or loading and unloading of luggage. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram illustrating an example of a configuration of a vehicle equipped with a vehicle suspension control device according to an embodiment; [Diagram 2] 10 is a flowchart showing a process related to obtaining a zero point according to an embodiment. [Diagram 3] 13 is a flowchart showing a process related to obtaining a zero point according to another embodiment. [Figure 4] 13 is a flowchart showing a process related to obtaining a zero point according to yet another embodiment. [Diagram 5] 13 is a flowchart showing a process related to obtaining a zero point according to yet another embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] 1. Vehicle suspension control device Fig. 1 is a diagram showing an example of a configuration of a vehicle 10 equipped with a vehicle suspension control device according to an embodiment. As shown in Fig. 1, the vehicle 10 has four wheels 14. The four wheels 14 are a left front wheel 14FL and a right front wheel 14FR on the side of a front axle 16F, and a left rear wheel 14RL and a right rear wheel 14RR on the side of a rear axle 16R.

[0010] The vehicle 10 includes suspensions 20FL, 20FR, 20RL, and 20RR as suspensions 20 corresponding to each wheel 14. The suspensions 20FL, 20FR, 20RL, and 20RR suspend the left front wheel 14FL, the right front wheel 14FR, the left rear wheel 14RL, and the right rear wheel 14RR from the vehicle body 12, respectively.

[0011] Each suspension 20 is an active suspension (full active suspension) and includes an actuator 26 in addition to springs 22 and shock absorbers 24. In the vehicle 10, the parts of the members such as the wheels 14 and the shock absorbers 24 that are closer to the wheels 14 than the springs 22 are referred to as "unsprung parts." And the parts of the vehicle body 12 and the members such as the shock absorbers 24 that are closer to the vehicle body 12 than the springs 22 are referred to as "sprung parts."

[0012] The actuator 26 is configured to actively apply a control force in the vertical direction between the sprung and unsprung parts. The stroke of the suspension 20 is changed by controlling the position of the actuator 26. More specifically, the actuator 26 includes, for example, an electric motor 28 as a power source. In an example in which the electric motor 28 is provided, the rotation angle (angular position) of the electric motor 28 corresponds to the control position of the actuator 26 that changes the suspension stroke.

[0013] As described above, the vehicle 10 is provided with an actuator 26 for each of the four wheels 14. Unlike this example, the actuator 26 may be provided for only one, two, or three of the four wheels 14. The actuator that changes the suspension stroke by position control may be, for example, an actuator of an active stabilizer device.

[0014] The vehicle 10 is equipped with an electronic control unit (ECU) 30. The ECU 30 includes a processor 32 and a memory 34 coupled to the processor 32. The processor 32 executes various processes related to active suspension control, including position control of each actuator 26. The memory 34 stores various information required for the processor 32 to execute various processes. For example, the memory 34 stores a program 36 executable by the processor 32 and various information related to the program 36. The processor 32 executes the program 36 to realize active suspension control.

[0015] The ECU 30 acquires signals from a sensor group 40 mounted on the vehicle 10. The sensor group 40 includes, for example, a steering angle sensor, a brake pedal sensor, an accelerator pedal sensor, a sprung acceleration sensor, a suspension stroke sensor, a current sensor, a resolver, a vehicle height sensor, and a wheel speed sensor. In addition, the sprung acceleration sensor detects, for example, the vertical acceleration, lateral acceleration, and longitudinal acceleration of the sprung mass. The current sensor detects the current flowing through the electric motor 28. The resolver detects the rotation angle of the electric motor 28. The sensor group 40 may also include a preview sensor that detects the uneven shape of the road surface ahead of the vehicle 10.

[0016] Moreover, the vehicle 10 (vehicle body 12) has one or more doors. As an example, the one or more doors include four doors 50 for passengers to get in and out of the vehicle, and a luggage door 52 for loading and unloading luggage. The sensor group 40 includes an opening / closing sensor (e.g., a courtesy switch) that detects the opening and closing of each of the doors 50 and 52. Furthermore, the sensor group 40 may include, for example, a seating sensor or a seat belt sensor to determine whether a passenger has gotten in or out of the vehicle 10.

[0017] 2. Obtaining zero points In order to appropriately control the position of the actuator 26, it is necessary to correctly identify the zero point of the control position of the actuator 26, which corresponds to the neutral position of the suspension stroke. More specifically, in the example of the actuator 26 that uses the electric motor 28, the zero point is the zero point of the rotation angle of the electric motor 28.

[0018] When the vehicle is stopped, the sprung weight of the vehicle 10 changes, for example, due to people getting on and off and / or loading and unloading of luggage (hereinafter abbreviated as "people getting on and off, etc." or simply "getting on and off, etc."). When the sprung weight changes, the neutral position of the suspension stroke changes. Therefore, if the zero point is not updated despite a change in the sprung weight caused by people getting on and off, etc., when the vehicle is stopped, the electric motor 28 will continue to generate force corresponding to the change in weight caused by the people getting on and off, etc., from the point when the people getting on and off, etc., have occurred. This output of the electric motor 28 corresponds to the wasted energy consumption of the actuator 26.

[0019] Therefore, in this embodiment, in order to accurately obtain the zero point when the vehicle is stopped while taking into account people getting on and off, etc., ECU 30 (processor 32) executes the following "opening / closing determination process" and "first acquisition process."

[0020] In the open / close determination process, the ECU 30 determines whether the doors 50 and 52 are open or closed based on information relating to the opening and closing of the doors 50 and 52 (hereinafter referred to as "door open / close information") The door open / close information is information indicating the open / closed states of the doors 50 and 52 based on signals from the above-mentioned open / close sensors, for example.

[0021] In addition, the door opening / closing information is not limited to information based on a signal from an opening / closing sensor. In an example in which the vehicle 10 is equipped with an electric door such as a power sliding door, the ECU 30 may determine that all of the doors 50 and 52 are closed in the following manner, even if all of the doors 50 and 52 are not completely closed. That is, based on a control signal for the electric door, the ECU 30 may determine that all of the doors 50 and 52 are closed when the vehicle 10 starts traveling (i.e., the vehicle speed becomes higher than 0) while the only open electric door 50 or 52 is operating in the closing direction.

[0022] In the first acquisition process, the ECU 30 acquires the zero point in response to the establishment of a first condition. The first condition is a condition for acquiring the zero point when the vehicle 10 is stopped. The first condition is that after at least one of the doors 50 and 52 is opened, all of the doors 50 and 52 are closed. Alternatively, the first acquisition process may be a process for acquiring the zero point in response to the lapse of a predetermined time T1 from the establishment of the first condition.

[0023] The zero point may be acquired not only when the vehicle is stopped, but also while the vehicle 10 is traveling as follows. That is, when a second condition, which is a condition for acquiring the zero point while the vehicle 10 is traveling, is satisfied, the ECU 30 may acquire the zero point (second acquisition process). The specific content of the second condition will be described later together with the process of step S110 in FIG. 2.

[0024] 2 is a flowchart showing a process related to obtaining the zero point according to the embodiment. The process of this flowchart is repeatedly executed by the ECU 30 while the system of the vehicle 10 is running.

[0025] In step S100, the ECU 30 determines whether or not at least one of the doors 50 and 52 is open based on the door opening / closing information (opening / closing determination process).

[0026] If the determination result in step S100 is Yes, that is, if it can be determined that the vehicle 10 is stopped because at least one of the doors 50 and 52 is open, the process proceeds to step S102. In step S102, the ECU 30 executes a process of temporarily stopping the output of the actuator 26 (the electric motor 28) as a preprocessing for obtaining an accurate zero point. That is, the ECU 30 turns off the position control of the actuator 26. More specifically, the "control off" here does not mean that the rotation angle of the electric motor 28 is fixed at 0 degrees, but that the output current to the electric motor 28 is set to 0. In other words, the control off indicates a state in which the electric motor 28 only generates a counter electromotive force and is not actively rotated by a command from the ECU 30.

[0027] In step S104 following step S102, the ECU 30 determines whether or not all of the doors 50 and 52 are in a closed state (open / close determination process). If the closed state is not established (step S104; No), the process returns to step S102 and the control-off state continues.

[0028] On the other hand, when the above-mentioned closed state is established (step S104; Yes), that is, when the above-mentioned first condition is established, the process proceeds to step S106. In step S106, ECU 30 acquires the zero point. Note that the process of acquiring the zero point when the process proceeds from step S104 to step S106 corresponds to the above-mentioned first acquisition process. Also, the process shown in FIG. 2 may be configured to proceed from step S104 to step S106 not only when the closed state is established, but also when a predetermined time T1 has elapsed since the closed state is obtained.

[0029] Specifically, the ECU 30 acquires the zero point at the timing when the process proceeds to step S106. The zero point can be acquired, for example, by using the resolver described above. That is, the ECU 30 acquires (updates) the rotation angle of the electric motor 28 detected by the resolver at that timing as the zero point of a new rotation angle. Note that in an example including a plurality of actuators 26 (electric motors 28) such as the example of the vehicle 10 shown in FIG. 1, the zero point is acquired for each actuator 26 (electric motor 28).

[0030] In addition, when the processing proceeds from step S104 to step S106 when a predetermined time T1 has elapsed since the above-mentioned closed state is obtained, the ECU 30 may acquire (update) the average value of the rotation angle acquired by the resolver during the predetermined time T1 as the new zero point.

[0031] After step S106, the process proceeds to step S108 to resume the position control of the actuator 26. In step S108, the ECU 30 executes the position control of the actuator 26 based on the currently set zero point. More specifically, when the process proceeds from step S106 to S108, the position control is executed (resume) based on the zero point updated in step S106.

[0032] On the other hand, if the determination result in step S100 is No, that is, if it can be determined that the vehicle 10 is moving because all of the doors 50 and 52 are closed, the process proceeds to step S110. In step S110, the ECU 30 determines whether or not a reset condition is satisfied. Note that obtaining (updating) a new zero point of the rotation angle of the electric motor 28 is also referred to as a "zero point reset." The above-mentioned second obtaining condition is also referred to as a "reset condition."

[0033] The reset condition includes that the input to the sprung mass is equal to or less than a threshold value. More specifically, the reset condition includes that the input to the sprung mass corresponding to at least one of the road input to the suspension 20 at the future position of the vehicle 10 while traveling, the steering of the vehicle 10, and the acceleration / deceleration of the vehicle 10 is equal to or less than a threshold value. As an example, the reset condition includes the following six conditions C1 to C6, and is established when all of these conditions C1 to C6 are satisfied. Note that the road surface displacement-related value described below is a value related to the road surface displacement, which is the vertical displacement of the road surface, and is, for example, the road surface displacement itself, the road surface displacement velocity (time differential value of the road surface displacement), the unsprung displacement, the unsprung velocity, the unsprung acceleration, the sprung displacement, or the sprung velocity. The road surface displacement-related value can be acquired, for example, by using the above-mentioned preview sensor or a database of high-precision map data. C1: The road surface displacement-related value (estimated value) at the future position is equal to or less than the threshold value (i.e., the road surface input at the future position is sufficiently small). C2: Steering angle is below a threshold C3: The amount of operation of the brake pedal and the accelerator pedal is below the threshold. C4: The vertical acceleration of the spring is below the threshold. C5: The lateral acceleration and longitudinal acceleration of the spring are each below a threshold. C6: Suspension stroke is below the threshold

[0034] In addition, the reset condition may include only one or more of the conditions C1 to C6, but not all of them. The reset condition may include the following condition together with or instead of at least one of the conditions C1 to C6. That is, the reset condition may include that at least one of the required value of the active suspension control, the operation amount of the actuator 26, and the output current to the electric motor 28 is equal to or less than a corresponding threshold value. In an example in which the vehicle 10 is an autonomous vehicle, the reset condition may be that at least one of steering and acceleration / deceleration of the vehicle 10 is not performed while the autonomous driving control is being executed.

[0035] If the reset condition is not satisfied (step S110; No), that is, if it is determined that the timing suitable for performing the zero point reset during traveling has not arrived, the process proceeds to step S108. As a result, the position control of the actuator 26 is executed (continued) without updating the zero point.

[0036] On the other hand, if the reset condition is satisfied (step S110; Yes), that is, if it can be determined that the timing is suitable for performing the zero point reset during driving, the process proceeds to step S112. In step S112, the ECU 30 turns off the position control of the actuator 26 for a predetermined time T2. This "control off" is performed in the same manner as the control off in step S102. Note that the predetermined time T2 may be the same as or different from the above-mentioned predetermined time T1.

[0037] After step S112, the process proceeds to step S106. The acquisition of the zero point when the process proceeds to step S106 corresponds to the above-mentioned second acquisition process. More specifically, the ECU 30 acquires (updates) the rotation angle of the electric motor 28 detected by the resolver at the timing when the above-mentioned predetermined time T2 has elapsed as a new zero point. Alternatively, the ECU 30 may acquire (update) the average value of the rotation angle acquired by the resolver during the predetermined time T2 as a new zero point. Also, there is a possibility that the reset condition is no longer satisfied during the elapse of the predetermined time T2. In this case, the ECU 30 may acquire (update) the rotation angle at the time when the reset condition is no longer satisfied or the rotation angle at the time before the start of the predetermined time T2 (i.e., the time when the determination result of step S110 is Yes) as a new zero point.

[0038] When the vehicle is stopped, the sprung weight mainly changes when people get on and off the vehicle. According to the present embodiment described above, the zero point is acquired in response to the establishment of the first condition described above, or in response to the lapse of a predetermined time T1 from the establishment of the first condition. If all of the doors 50 and 52 are closed after at least one of the doors 50 and 52 is opened, there is a possibility that people have gotten on and off the vehicle. Therefore, by using the first condition, the zero point can be accurately acquired (updated) before traveling, taking into consideration the change in the zero point caused by the influence of people getting on and off the vehicle. This makes it possible to suppress wasteful energy consumption of the actuator 26 caused by the zero point not being appropriately updated when the sprung weight actually changes. In addition, since wasteful use of the output of the electric motor 28 is suppressed, the suspension control performance is also improved.

[0039] In addition, strictly speaking, when at least one of the doors 50 and 52 is opened and then both of the doors 50 and 52 are closed, the change in suspension stroke accompanying the change in sprung weight caused by people getting on and off, etc. may not have settled. In this regard, according to the example in which the zero point is acquired according to the lapse of the predetermined time T1 from the establishment of the first condition, it is possible to acquire the zero point at the timing when the change in suspension stroke caused by people getting on and off, etc. has certainly settled.

[0040] Furthermore, according to this embodiment, the zero point is acquired even when the above-mentioned second condition (reset condition) is satisfied. This allows the zero point to be acquired (updated) in a state where there is little change in the attitude of the vehicle 10 while traveling. More specifically, the zero point can be reset in a state where there is no or small input to the sprung mass caused by at least one of road surface input, steering, and acceleration / deceleration while traveling. This allows the zero point to be acquired ideally while traveling. This also leads to the suppression of unnecessary energy consumption and further to the improvement of suspension control performance.

[0041] 3. Other embodiments 3-1. Example of considering service brake operation When the service brake is activated, longitudinal force may be generated on the vehicle 10 even when the vehicle is stopped. Therefore, even if a zero point reset is performed when the vehicle is stopped, it may be difficult to obtain a sufficiently accurate zero point due to the operation of the service brake. Therefore, the above-mentioned first condition for executing the first obtaining process may include the service brake being off.

[0042] Fig. 3 is a flowchart showing a process related to obtaining the zero point according to another embodiment. The flowchart shown in Fig. 3 differs from the flowchart shown in Fig. 2 in that a process of step S200 is added.

[0043] 3, if the determination result in step S100 is Yes, the process proceeds to step S200. In step S200, the ECU 30 determines whether the service brake is OFF. This determination can be made, for example, by using the above-mentioned brake pedal sensor.

[0044] If the service brake is off (step S200; Yes), the processes from step S102 onwards are executed. That is, the first acquisition process is executed. On the other hand, if the service brake is on (step S200; No), the process proceeds to step S108. That is, the first acquisition process is not executed.

[0045] According to the process shown in Fig. 3, the first acquisition process when the vehicle is stopped is also executed under the condition that the service brake is off. By avoiding the situation in which the service brake is activated in this way, it becomes possible to more reliably acquire an accurate zero point when the vehicle is stopped.

[0046] 3-2. Example involving passenger boarding / disembarking determination In this example, the ECU 30 determines whether or not a person has got on or off the vehicle 10 based on information (boarding / alighting information) related to whether or not a person has gotten on or off the vehicle 10. Then, even if the above-mentioned first condition is satisfied, if the ECU 30 determines that no person has gotten on or off the vehicle 10, the ECU 30 does not update the zero point by the first acquisition process.

[0047] Fig. 4 is a flowchart showing a process related to obtaining the zero point according to still another embodiment. The flowchart shown in Fig. 4 differs from the flowchart shown in Fig. 2 in that a process of step S300 is added.

[0048] 4, if the determination result in step S100 is Yes, the process proceeds to step S300. In step S300, the ECU 30 determines whether or not a person has got in or out of the vehicle based on the getting-in / out information. The getting-in / out information is acquired using, for example, the sensor group 40 (for example, a suspension stroke sensor, a seating sensor, or a seat belt sensor).

[0049] If there is any passenger getting on or off (step S300; Yes), the process from step S102 onwards is executed. That is, the first acquisition process is executed. On the other hand, if there is no passenger getting on or off (step S300; No), the process proceeds to step S108. That is, the first acquisition process is not executed.

[0050] According to the process shown in FIG. 4, even in a situation where the first condition is satisfied, if it is determined by the process of step S300 that no passengers are getting on or off, the zero point is not acquired (updated) when the vehicle is stopped. As a result, the zero point acquired during driving before the current stop when it is determined that no passengers are getting on or off is continuously used. Here, it can be said that the zero point can be acquired more accurately during driving than during a stop that may be affected by the above-mentioned operation of the service brake. Therefore, according to the process shown in FIG. 4, when it is determined that the service brake may be operating based on the determination that no passengers are getting on or off while the vehicle is stopped, the zero point acquired during driving can be continuously used without performing a zero point reset.

[0051] In addition, in the "example involving the determination of whether a person has got on or off the vehicle", the ECU 30 may execute the following process instead of the process shown in Fig. 4. That is, the ECU 30 may be configured not to update the zero point when it is not determined that a person has gotten on or off the vehicle in the process of sequentially executing the processes of steps S100, S102, and S104 and reaching step S106 as in the example shown in Fig. 2.

[0052] In addition, the "example involving determination of whether a person is getting on or off" may be executed involving the process of step S200 (see FIG. 3) relating to the operation of the service brake.

[0053] 3-3. Example with vehicle height control This example relates to a vehicle suspension control device capable of executing vehicle height control as one of active suspension controls. When a person gets on or off the vehicle, the vehicle height control changes the vehicle height using the suspension 20 to improve the ease of getting on or off the vehicle. During the execution of this vehicle height control, the zero point cannot be obtained.

[0054] Therefore, if the second condition (reset condition) is met while controlling the actuator 26 to change the vehicle height through vehicle height control, the ECU 30 reduces the generated force of the actuator 26 to 0 by gradually changing the "required control amount" of the actuator 26, and then acquires the zero point through a second acquisition process.

[0055] Fig. 5 is a flowchart showing a process related to obtaining the zero point according to still another embodiment. The flowchart shown in Fig. 5 differs from the flowchart shown in Fig. 2 in that it includes a process of step S400 instead of the process of step S112.

[0056] 5, if the determination result in step S110 is Yes, the process proceeds to step S400. In step S400, the ECU 30 executes the above-mentioned "control OFF" with gradual change of the required control amount of each actuator 26.

[0057] More specifically, the required control amount is, for example, an output current to the electric motor 28. In this example of the output current, the ECU 30 gradually reduces the output current value to zero by controlling the output current, thereby reducing the generated force of the actuator 26 (electric motor 28) to zero. Alternatively, the required control amount may be, for example, a rotation angle of the electric motor 28. This example of the rotation angle corresponds to an example of gradually changing the required control amount while continuing position control of the actuator 26 (angle control of the electric motor 28) for vehicle height control. The ECU 30 refers to the current value of the current sensor and gradually changes the rotation angle so that the current value becomes zero, thereby reducing the generated force of the electric motor 28 to zero.

[0058] Unlike the process shown in Fig. 5, if the process of step S112 shown in Fig. 2 is suddenly executed when the determination result of step S110 is Yes, there is a concern that a sudden change in vehicle height may occur. In contrast, according to the process shown in Fig. 5, it is possible to reduce the discomfort felt by passengers due to a change in the attitude of the vehicle 10 caused by the execution of control-off as a pre-processing for the zero point reset.

[0059] Alternatively, instead of the processing shown in FIG. 5, if the second condition is satisfied while the vehicle height control is being performed, the ECU 30 may execute the processing of steps S112, S106, and S108 (see FIG. 2) after the vehicle height control is completed, instead of the above example. [Explanation of symbols]

[0060] 10 vehicle, 12 body, 14 wheels, 20 suspension, 26 actuator, 28 electric motor, 30 electronic control unit (ECU)

Claims

1. one or more actuators for varying the stroke of a suspension of a vehicle having one or more doors; an electronic control unit for controlling the stroke by controlling the position of the one or more actuators; A vehicle suspension control device comprising: The electronic control unit includes: an opening / closing determination process for determining whether the one or more doors are opened or closed based on information regarding the opening / closing of the one or more doors; a first acquisition process for acquiring a zero point of a control position of the one or more actuators in response to a first condition being satisfied when the vehicle is stopped, or in response to a lapse of a predetermined time from the satisfaction of the first condition; Run The first condition includes that all of the one or more doors are closed after at least one of the one or more doors is opened. A vehicle suspension control device comprising:

2. The first condition includes a service brake of the vehicle being off.

2. The vehicle suspension control device according to claim 1.

3. When a second condition for acquiring the zero point during the running of the vehicle is satisfied, the electronic control unit executes a second acquisition process for acquiring the zero point, The second condition includes that an input to a sprung mass of the vehicle is equal to or less than a threshold value.

3. The vehicle suspension control device according to claim 1 or 2.

4. The electronic control unit includes: determining whether or not a person is getting on or off the vehicle based on information regarding the person getting on or off the vehicle; Even if the first condition is satisfied, when it is determined that the passenger has not got on or off, the zero point is not updated by the first acquisition process.

3. The vehicle suspension control device according to claim 1 or 2.

5. When the second condition is satisfied while controlling the one or more actuators to change the vehicle height of the vehicle, the electronic control unit gradually changes a required control amount of the one or more actuators to reduce a generated force of the one or more actuators to zero, and then acquires the zero point by the second acquisition process.

4. The vehicle suspension control device according to claim 3.

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