Vehicle suspension control system

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 vehicle suspension control device.

Background Art

[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 the vehicle body acceleration.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] When the vehicle is stopped, for example, due to the boarding and alighting of people and / or the loading and unloading of luggage, the weight on the spring of the vehicle changes. When the weight on the spring changes, the neutral position of the suspension stroke changes. Therefore, in a vehicle equipped with an active suspension capable of controlling the suspension stroke by controlling the position of an actuator, it is required to accurately obtain the zero point of the control position of the actuator while assuming the boarding and alighting of people and / or the loading and unloading of luggage when the vehicle is stopped.

[0005] The present disclosure has been made in view of the above problems, and an object thereof is to provide a vehicle suspension control device capable of accurately obtaining the zero point of the control position of an actuator for controlling the suspension stroke when the vehicle is stopped.

Means for Solving the Problems

[0006] The vehicle suspension control device according to this disclosure comprises one or more actuators and an electronic control unit. The one or more actuators change the stroke of the suspension of a vehicle having one or more doors. The electronic control unit controls the stroke by controlling the position of one or more actuators. The electronic control unit performs an open / close determination process that determines whether one or more doors are open or closed based on information regarding the open / closed state of one or more doors, and a first acquisition process that acquires the zero point when a first condition is met, which is a condition for acquiring the zero point of the control position of one or more actuators when the vehicle is stopped, or when a predetermined time has elapsed since the first condition was met. The first condition includes the fact that all of the one or more doors have closed after at least one of the one or more doors has been opened. [Effects of the Invention]

[0007] According to this disclosure, it becomes possible to accurately acquire the zero point when the vehicle is stopped, taking into account changes in the zero point caused by the effects of people getting on and off and / or loading and unloading luggage. [Brief explanation of the drawing]

[0008] [Figure 1] This figure schematically shows an example of the configuration of a vehicle equipped with a vehicle suspension control device according to an embodiment. [Figure 2] This flowchart shows the process related to acquiring the zero point according to the embodiment. [Figure 3] This flowchart shows the process related to acquiring the zero point according to another embodiment. [Figure 4] Furthermore, this is a flowchart showing the process related to acquiring the zero point according to another embodiment. [Figure 5] Furthermore, this is a flowchart showing the process related to acquiring the zero point according to another embodiment. [Modes for carrying out the invention]

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

[0010] The vehicle 10 is equipped with suspensions 20FL, 20FR, 20RL, and 20RR, which correspond 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 (fully active suspension) and is equipped with an actuator 26 in addition to a spring 22 and a shock absorber 24. In the vehicle 10, the parts of the components such as the wheel 14 and the shock absorber 24 that are closer to the wheel 14 than the spring 22 are called the "unsprung mass." The parts of the components such as the vehicle body 12 and the shock absorber 24 that are closer to the vehicle body 12 than the spring 22 are called the "sprung mass."

[0012] The actuator 26 is configured to actively apply a vertical control force between the sprung mass and the unsprung mass. The stroke of the suspension 20 is changed by controlling the position of this actuator 26. More specifically, the actuator 26 includes, for example, an electric motor 28 as a power source. In the example with an electric motor 28, 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 mentioned above, the vehicle 10 is equipped with an actuator 26 on each of its four wheels 14. Unlike this example, the actuator 26 may be provided on only one, two, or three of the four wheels 14. Furthermore, the actuator that changes the suspension stroke by position control may be, for example, the 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 performs various processes related to active suspension control, including position control of each actuator 26. The memory 34 stores various information necessary for the processor 32 to perform various processes. For example, the memory 34 stores a program 36 that can be executed by the processor 32 and various information related to the program 36. Active suspension control is realized when the program 36 is executed by the processor 32.

[0015] The ECU 30 acquires signals from a group of sensors 40 mounted on the vehicle 10. The group of sensors 40 includes, for example, a steering angle sensor, a brake pedal sensor, an accelerator pedal sensor, a sprung mass acceleration sensor, a suspension stroke sensor, a current sensor, a resolver, a vehicle height sensor, and a wheel speed sensor. Additionally, the sprung mass acceleration sensor detects, for example, 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 group of sensors 40 may also include a preview sensor that detects the uneven shape of the road surface in front of the vehicle 10.

[0016] In addition, the vehicle 10 (vehicle body 12) has one or more doors. As an example, the one or more doors include four doors 50 for people to get on and off and a luggage door 52 for loading and unloading luggage. The sensor group 40 includes opening and closing sensors (for example, courtesy switches) that detect the opening and closing of each of the doors 50 and 52. Further, the sensor group 40 may include, for example, a seating sensor or a seat belt sensor to determine the getting on and off of people from the vehicle 10.

[0017] 2. Acquisition of Zero Point In order to appropriately perform the position control of the actuator 26, it is required to correctly specify the zero point of the control position of the actuator 26 corresponding 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, for example, due to the getting on and off of people and / or the loading and unloading of luggage (hereinafter abbreviated as "getting on and off of people etc." or simply "getting on and off etc."), the sprung weight of the vehicle 10 changes. When the sprung weight changes, the neutral position of the suspension stroke changes. Therefore, if the zero point is not updated despite the change in the sprung weight caused by the getting on and off etc. of people when the vehicle is stopped, the electric motor 28 will continuously generate force by the amount of weight change caused by the getting on and off etc. from the time when the getting on and off etc. is performed. The output of this electric motor 28 corresponds to the wasted energy consumption of the actuator 26.

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

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

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

[0022] In the first acquisition process, the ECU 30 acquires a zero point in response to the satisfaction of the first condition. The first condition is a condition for acquiring a 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 in the closed state. Alternatively, the first acquisition process may be a process of acquiring a zero point in response to the elapse of a predetermined time T1 from the satisfaction of the first condition.

[0023] The acquisition of the zero point may be executed not only when the vehicle is stopped but also during the running of the vehicle 10 as follows. That is, when the second condition, which is a condition for acquiring a zero point during the running of the vehicle 10, is satisfied, the ECU 30 may acquire a 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] FIG. 2 is a flowchart showing the process related to the acquisition of the zero point according to the embodiment. The process of this flowchart is repeatedly executed by the ECU 30 during the startup of the system of the vehicle 10.

[0025] In step S100, the ECU 30 determines whether 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 result of step S100 is Yes, that is, if it can be determined that the vehicle 10 is stationary because at least one of the doors 50 and 52 is open, the process proceeds to step S102. In step S102, as a preprocessing step before acquiring an accurate zero point, the ECU 30 performs a process to temporarily stop the output of the actuator 26 (motor motor 28). In other words, the ECU 30 turns off the position control of the actuator 26. More specifically, "control off" here does not mean fixing the rotation angle of the motor 28 at 0 degrees, but rather setting the output current to the motor 28 to 0. In other words, "control off" means that the motor 28 is only generating back electromotive force and is not being actively rotated by a command from the ECU 30.

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

[0028] On the other hand, if the closed state described above is established (step S104; Yes), that is, if the first condition described above is met, the process proceeds to step S106. In step S106, the ECU 30 acquires a zero point. The process of acquiring a zero point when the process proceeds from step S104 to step S106 corresponds to the first acquisition process described above. Furthermore, the process shown in Figure 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 was obtained.

[0029] Specifically, the ECU 30 acquires a zero point when the process proceeds to step S106. The zero point can be acquired, for example, 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 new zero point for the rotation angle. In the case of an example of a vehicle 10 shown in Figure 1, which has multiple actuators 26 (electric motors 28), the zero point is acquired for each actuator 26 (electric motor 28).

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

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

[0032] On the other hand, if the result of the judgment in step S100 is No, that is, if it can be determined that the vehicle 10 is in motion because all doors 50 and 52 are closed, the process proceeds to step S110. In step S110, the ECU 30 determines whether or not the reset condition is met. The acquisition (updating) of a new zero point for the rotation angle of the electric motor 28 is also called a "zero point reset". The second acquisition condition described above is also called a "reset condition".

[0033] The reset condition includes the input to the sprung mass being below a threshold. More specifically, the reset condition includes the input to the sprung mass corresponding to at least one of the following at the future position of the moving vehicle 10: road surface input to the suspension 20, steering of the vehicle 10, or acceleration / deceleration of the vehicle 10, being below a threshold. 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 met. The road surface displacement-related values ​​below are values ​​related to road surface displacement, which is the vertical displacement of the road surface, and include, for example, road surface displacement itself, road surface displacement velocity (time derivative of road surface displacement), unsprung displacement, unsprung velocity, unsprung acceleration, sprung displacement, or sprung velocity. Road surface displacement-related values ​​can be obtained, for example, using the preview sensor described above or a database of high-precision map data. C1: The road surface displacement-related values ​​(estimated values) at the future location are below the threshold (i.e., the road surface input at the future location is sufficiently small). C2: The steering angle is below the threshold. C3: The amount of movement of the brake pedal and accelerator pedal is below the threshold. C4: The vertical acceleration on the spring is below the threshold. C5: The lateral acceleration and longitudinal acceleration on the spring must both be below the 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. Furthermore, the reset condition may include, along with or in lieu of, at least one of the conditions C1 to C6, the following condition: that the reset condition includes at least one of the active suspension control requirements, the actuator 26 operating amount, and the output current to the electric motor 28 being below the corresponding threshold. Also, in the example where the vehicle 10 is an autonomous vehicle, the reset condition may be that at least one of the steering and acceleration / deceleration of the vehicle 10 is not performed during the execution of autonomous driving control.

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

[0036] On the other hand, if the reset condition is met (step S110; Yes), that is, if it is determined that a suitable timing for performing a zero-point reset during driving has arrived, 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 using the same method as the control off in step S102. The predetermined time T2 may be the same as or different from the predetermined time T1 mentioned above.

[0037] After step S112, the process proceeds to step S106. When the process proceeds to step S106 in this manner, the acquisition of the zero point corresponds to the second acquisition process described above. More specifically, the ECU 30 acquires (updates) the rotation angle of the electric motor 28 detected by the resolver at the time when the predetermined time T2 has elapsed as the new zero point. Alternatively, the ECU 30 may acquire (update) the average value of the rotation angles acquired by the resolver during the predetermined time T2 as the new zero point. Furthermore, there is a possibility that the reset condition will no longer be met during 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 met, or the rotation angle at the time before the start of the predetermined time T2 (i.e., when the judgment result of step S110 is Yes), as the new zero point.

[0038] When the vehicle is stationary, the sprung weight changes mainly when people get on or off the vehicle. According to the embodiment described above, the zero point is acquired in response to the fulfillment of the first condition described above, or in response to the elapsed time T1 since the fulfillment of the first condition. If at least one of the doors 50 and 52 is opened and then all of the doors 50 and 52 are closed, it is possible that people have gotten on or off the vehicle. Therefore, by utilizing the first condition, it becomes possible to accurately acquire (update) the zero point before driving, taking into account the change in the zero point caused by the effects of people getting on or off the vehicle. This suppresses wasted energy consumption of the actuator 26 caused by the zero point not being properly updated when the sprung weight actually changes. In addition, since the wasted use of the output of the electric motor 28 is suppressed, the suspension control performance is also improved.

[0039] In addition, strictly speaking, at the point when at least one of doors 50 and 52 has opened and all of doors 50 and 52 have closed, there is a possibility that the change in suspension stroke due to the change in sprung weight caused by people getting in and out of the vehicle has not yet subsided. In this regard, in the example in which the zero point is acquired according to the elapsed time T1 from the fulfillment 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 in and out of the vehicle has definitely subsided.

[0040] Furthermore, according to this embodiment, zero point acquisition is also performed when the second condition (reset condition) described above is met. This makes it possible to acquire (update) the zero point while the vehicle 10 is undergoing minimal changes in its posture during driving. More specifically, zero point reset can be performed while driving when there is no or minimal input to the sprung mass caused by at least one of the following: road surface input, steering, and acceleration / deceleration. This makes it possible to acquire the zero point ideally while driving. This also contributes to suppressing unnecessary energy consumption and improving suspension control performance.

[0041] 3. Other Embodiments 3-1. Example considering the operation of the service brake If the service brake is engaged, longitudinal forces may be generated on the vehicle 10 even when it 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. Accordingly, the above-mentioned first condition for executing the first acquisition process may include the service brake being turned off.

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

[0043] In Figure 3, if the result of step S100 is Yes, the process proceeds to step S200. In step S200, the ECU 30 determines whether the service brake is off or not. This determination can be made, for example, using the brake pedal sensor described above.

[0044] If the service brake is off (step S200; Yes), the process from step S102 onwards is 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 Figure 3, the first acquisition process when the vehicle is stopped is also performed under the condition that the service brake is off. By avoiding situations where 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. Examples involving passenger boarding / alighting detection In this example, the ECU 30 determines whether or not people are getting on or off the vehicle 10 based on information regarding people getting on or off the vehicle (boarding / alighting information). If the ECU 30 determines that no people are getting on or off the vehicle, even if the first condition described above is met, it does not update the zero point in the first acquisition process.

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

[0048] In Figure 4, if the result of step S100 is Yes, the process proceeds to step S300. In step S300, the ECU 30 determines whether or not a person has boarded or alighted based on the boarding and alighting information. Boarding and alighting information is acquired, for example, using the sensor group 40 (for example, a suspension stroke sensor, a seating sensor, or a seat belt sensor).

[0049] If there are passengers 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 are no passengers 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 Figure 4, even if the first condition is met, if the process in step S300 determines that no one is getting on or off the vehicle, the zero point will not be acquired (updated) when the vehicle is stopped. As a result, the zero point acquired during driving prior to the current stop, when it was determined that no one was getting on or off, will continue to be used. In essence, the zero point can be acquired with greater accuracy while driving compared to when the vehicle is stopped, as it may be affected by the operation of the service brake mentioned above. Therefore, according to the process shown in Figure 4, if it is determined that the service brake may have been activated based on the determination that no one was getting on or off the vehicle while it was stopped, the zero point acquired during driving will continue to be used without resetting the zero point.

[0051] Furthermore, in the "example involving passenger boarding / alighting detection," the ECU 30 may perform the following processing instead of the processing shown in Figure 4. That is, the ECU 30 may be configured not to update the zero point if it does not determine that passengers have boarded or alighted during the process of executing steps S100, S102, and S104 in order to reach step S106, as in the example shown in Figure 2.

[0052] In addition, the "example involving the determination of passenger boarding and alighting" may be performed in conjunction with the processing of step S200 (see Figure 3) related to the operation of the service brake.

[0053] 3-3. Examples involving ride height control This example relates to a vehicle suspension control device capable of performing ride height control as a type of active suspension control. When a person gets in or out of the vehicle, the ride height control changes the ride height using the suspension 20 to improve ease of entry and exit. During the execution of this ride height control, it is not possible to acquire a zero point.

[0054] Therefore, when the actuator 26 is being controlled to change the vehicle height by vehicle height control, if the second condition (reset condition) is met, the ECU 30 gradually changes the "requested control amount" of the actuator 26 to reduce the force generated by the actuator 26 to 0, and then acquires the zero point through the second acquisition process.

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

[0056] In Figure 5, if the result of step S110 is Yes, the process proceeds to step S400. In step S400, the ECU 30 performs the "control off" operation described above, accompanied by a gradual change in the requested control amount of each actuator 26.

[0057] More specifically, the requested control quantity is, for example, the output current to the electric motor 28. In this example of output current, the ECU 30 reduces the force generated by the actuator 26 (electric motor 28) to zero by gradually decreasing the output current value to zero through output current control. Alternatively, the requested control quantity may be, for example, the rotation angle of the electric motor 28. This example of rotation angle corresponds to an example where the requested control quantity is gradually changed while continuing the position control of the actuator 26 for vehicle height control (angle control of the electric motor 28). The ECU 30 reduces the force generated by the electric motor 28 to zero by gradually changing the rotation angle so that the current value becomes zero while referring to the current value of the current sensor mentioned above.

[0058] Unlike the process shown in Figure 5, if the result of step S110 is Yes, and the process of step S112 shown in Figure 2 is executed abruptly, there is a concern that a sudden change in vehicle height may occur. In contrast, the process shown in Figure 5 reduces the discomfort caused to the occupants by the change in the attitude of the vehicle 10 caused by the execution of control off as a preprocessing step for zero-point reset.

[0059] Alternatively, instead of the process shown in Figure 5, if the second condition is met during the execution of vehicle height control, the ECU 30 may, instead of the above example, execute the processes in steps S112, S106, and S108 (see Figure 2) after the vehicle height control is completed. [Explanation of symbols]

[0060] 10 vehicles, 12 car bodies, 14 wheels, 20 suspensions, 26 actuators, 28 electric motors, 30 electronic control units (ECUs)

Claims

1. One or more actuators for changing the suspension stroke of a vehicle having one or more doors, An electronic control unit that controls the stroke by controlling the position of one or more actuators, A vehicle suspension control device comprising: The aforementioned electronic control unit is An opening / closing determination process that determines the opening or closing of one or more doors based on information regarding the opening and closing of one or more doors, A first acquisition process for acquiring the zero point is performed in response to the fulfillment of a first condition, which is a condition for acquiring the zero point of the control position of the one or more actuators when the vehicle is stopped, or in response to the elapsed time since the fulfillment of the first condition. Execute, The first condition includes that all of the one or more doors are closed after at least one of the one or more doors has been opened. The first condition includes the vehicle's service brake being off. A vehicle suspension control device characterized by the following features.

2. If the second condition, which is the condition for acquiring the zero point, is met while the vehicle is in motion, the electronic control unit executes the second acquisition process for acquiring the zero point. The second condition includes that the input to the vehicle's sprung mass is below a threshold. The vehicle suspension control device according to feature 1.

3. The aforementioned electronic control unit is Based on information regarding people getting on and off the vehicle, it is determined whether or not such people are getting on or off. Even if the first condition is met, if it is determined that there is no boarding or alighting, the first acquisition process does not update the zero point. The vehicle suspension control device according to feature 1.

4. When the second condition is met while the one or more actuators are being controlled to change the vehicle height, the electronic control unit gradually changes the required control amount of the one or more actuators to reduce the force generated by the one or more actuators to zero, and then acquires the zero point through the second acquisition process. The vehicle suspension control device according to feature 2.

5. One or more actuators for changing the stroke of the suspension of a vehicle having one or more doors, An electronic control unit that controls the stroke by controlling the position of one or more actuators, A vehicle suspension control device comprising: The aforementioned electronic control unit is An opening / closing determination process that determines the opening or closing of one or more doors based on information regarding the opening and closing of one or more doors, A first acquisition process for acquiring the zero point is performed in response to the fulfillment of a first condition, which is a condition for acquiring the zero point of the control position of the one or more actuators when the vehicle is stopped, or in response to the elapsed time since the fulfillment of the first condition. Execute, The first condition includes that all of the one or more doors are closed after at least one of the one or more doors has been opened. The aforementioned electronic control unit is Based on information regarding people getting on and off the vehicle, it is determined whether or not such people are getting on or off. Even if the first condition is met, if it is determined that there is no boarding or alighting, the first acquisition process does not update the zero point. A vehicle suspension control device characterized by the following features.

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