JP2007210585A - Vehicle suspension control system and vehicle suspension control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress vehicle rolling due to a longitudinally installed engine in a hybrid vehicle. <P>SOLUTION: In a normal mode without change of a drive source, a detection value of a sensor is fed back to sinking characteristics of a suspension and vibration is suppressed (S10). When a start condition of the longitudinally installed engine is obtained, the normal mode is changed to a vibration suppression mode in which a feedback gain is enhanced, and vibration is further suppressed (S12, S14, S16). The vibration suppression mode is continued for a predetermined set period when engine speed is raised and then, returned to the normal mode (S18). Similarly, also in the case of engine stop, the feedback gain is enhanced and vibration is suppressed (S22, S24, S26). Also, vibration can be suppressed by making phases of sinking characteristics in left wheel and right wheel sides reverse in a direction for canceling the rolling direction, in regard to a suspension stabilizer. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle suspension control system and a vehicle suspension control method, and in particular, a vehicle suspension that suppresses vehicle vibration caused by a longitudinal engine mounted with a longitudinal direction of a crankshaft arranged in the longitudinal direction of the vehicle. The present invention relates to a control system and a vehicle suspension control method.

  The vehicle is provided with a suspension device between the vehicle body and each wheel so as not to transmit much vibration during traveling to a passenger such as a driver. As the suspension device, a configuration in which a vibration is mainly damped by combining a spring and a damper is known. In addition, a so-called active suspension device that uses an actuator to control the damping characteristic is used.

  For example, in Patent Document 1, as a suspension device for reducing idle vibration, a vehicle body is elastically supported on a shock absorber for a driving wheel to which driving force is transmitted, and a main body portion and a vibration isolating portion are provided. There is stated upper support. Here, the vibration isolator has an outer cylinder part fixed to the vehicle body by fastening bolts on the main rubber, and a partition is arranged above the outer cylinder part. The first liquid chamber and the second liquid chamber are filled with fluid. A diaphragm is disposed on the first liquid chamber side of the partition wall, a pressure chamber is formed between the diaphragm and the partition wall, and is connected to the pressure control chamber through a pipe outside the vibration isolator through a passage formed in the partition wall. ing. It is described that a vibration detection sensor is provided on the vehicle body, and the vibration transmitted through the engine mount is canceled by the vibration transmitted to the vehicle body through the upper support by applying pressure or depressurizing the pressure chamber.

  In Patent Document 2, the working fluid pressure of the fluid pressure cylinder inserted between the vehicle body and each wheel is controlled according to the acceleration detection value detected by the acceleration sensor that detects the lateral acceleration or the longitudinal acceleration of the vehicle body. An improvement on an active suspension that appropriately changes rolling rigidity or pitching rigidity of a vehicle is disclosed. Here, it is possible to reduce the influence of the lateral acceleration detection value not caused by turning of the vehicle and the longitudinal acceleration detection value not caused by acceleration / deceleration of the vehicle on the control of the fluid pressure cylinder, thereby further reducing the deterioration of the sprung posture. Specifically, when the vehicle traveling state detection means for detecting the straight traveling state of the vehicle, the vertical acceleration sensor for detecting disturbance vibration superimposed on the lateral acceleration, etc. are provided and the vehicle traveling straight state is detected. It is stated that the gain of the command value for the lateral acceleration detection value is changed so that the force generated in the fluid pressure cylinder is reduced based on the disturbance vibration detection result. In another embodiment, it is also described that the vibration of the engine is directly detected by a load sensor or the like, and the fluid pressure cylinder is controlled in accordance with the detection.

  Patent Document 3 discloses a suspension control device that changes the damping coefficient of a vehicle shock absorber between the left front wheel and the right front wheel. For example, if the left front and rear wheels ride on a protrusion while the right front and rear wheels are running on a flat road, clockwise rolling will occur, but if you try to change the damping coefficient of the shock absorber to suppress this, The target attenuation coefficient of the front wheel can be made to coincide with the calculated value, but the target attenuation coefficient of the left front wheel is a negative value in the calculation. Here, since the actual shock absorber damping coefficient can only be set to a positive value, the damping coefficient for the left front wheel is set to the minimum damping coefficient value, the damping coefficient for the right front wheel is increased above the target damping coefficient, and the damping in the rolling direction is set. It is stated to compensate for the lack of force and suppress rolling of the vehicle body.

  In addition, conventionally, in order to reduce the tilting and shaking of the vehicle body that occurs when the vehicle turns, the unsprung members such as the suspension arms of the left and right wheels are connected by a stabilizer so that the left and right wheels can move independently. Linking and controlling the attitude of the vehicle is performed. Also in this suspension stabilizer, a so-called active suspension stabilizer is known in which the sink characteristics are controlled using a fluid pressure actuator or a motor.

  For example, Patent Document 4 includes a pair of left and right sub bevel gears that rotate in the opposite directions while meshing with the main bevel gears by reducing the rotation of the DC motor and rotating the main bevel gears. It is disclosed that each end of a pair of stabilizers is attached.

  Patent Document 5 discloses a left and right clamp support that supports a torsion bar that is an intermediate part on both sides of a stabilizer body that is provided between a pair of wheel support members that rotatably support left and right wheels. A configuration in which a DC motor is connected via a flexible wire is disclosed. Here, in the left and right clamp supports, different anisotropic bushes are used in the directions in which the radial rigidity is orthogonal, and by changing the rotation angle of the anisotropic bushes by a DC motor, the vertical direction of the stabilizer body is changed. It is stated that it is possible to control whether displacement is allowed or restrained.

JP 2000-168332 A JP-A-9-207533 JP-A-8-244434 JP-A-8-85328 JP 2005-53469 A

  In addition to road surface conditions such as road irregularities, the causes of vehicle vibration include those from a drive source such as an engine. The engine generates vibrations about the axis of the crankshaft because of the temporal and spatially asymmetric rotational movement of the crankshaft. For this reason, it is generally carried out so that the crankshaft is mounted on the vehicle body so that the axial direction of the crankshaft is in the lateral direction of the vehicle, that is, in the direction orthogonal to the longitudinal direction of the vehicle, thereby reducing rolling of the vehicle.

  By the way, when the engine is disposed on the front side of the vehicle by rear wheel drive, it may be more convenient to arrange a so-called vertical engine in which the axial direction of the crankshaft is disposed along the longitudinal direction of the vehicle. In this case, rolling of the vehicle is likely to occur. The rolling due to the drive of the vertically placed engine is small when the engine is normally rotating, but becomes particularly noticeable when the engine is started and stopped.

  Further, in a so-called hybrid vehicle that has an electric motor in addition to an engine as a vehicle driving source and switches between engine driving and electric motor driving, the engine is started and stopped at a considerable frequency. Therefore, in the case of a vertically mounted engine in a hybrid vehicle, the frequency of rolling of the vehicle when the engine is started / stopped is further increased.

  Although the conventional techniques disclosed in the above patent documents describe general vehicle vibration, there is a possibility that the rolling of the vehicle, which is peculiar to starting and stopping of a longitudinal engine, is insufficient.

  An object of the present invention is to provide a vehicle suspension control system and a vehicle suspension control method that can suppress rolling of the vehicle by a vertically mounted engine. Another object of the present invention is to provide a vehicle suspension control system and a vehicle suspension control method that can suppress rolling of the vehicle by a vertical engine in a hybrid vehicle. The following means contribute to at least one of the above objects.

  A vehicle suspension control system according to the present invention includes a longitudinal engine mounted on a vehicle body with the longitudinal direction of the crankshaft arranged in the longitudinal direction of the vehicle, a rolling sensor that detects rolling of the vehicle body, left and right front wheels of the vehicle, A suspension control system for a vehicle, which includes a plurality of suspensions that are respectively disposed between the left and right rear wheels and the vehicle body and capable of varying the sink characteristics, and a control unit that controls the sink characteristics of each suspension according to the detection value of the rolling sensor. In the control unit, the control unit obtains the start state acquisition means for acquiring the detection of the start state of the engine and the normality of the vehicle with respect to the gain of the sink characteristic of each suspension during a period arbitrarily set from the detection of the start state of the engine. Suspension feature to change to vibration suppression mode higher than normal mode in driving condition Characterized in that it has a changing means.

  Further, it is preferable that the suspension characteristic changing means provide an arbitrarily determined upper limit value for the gain in the vibration suppression mode.

  Further, it is preferable that the suspension characteristic changing means end the time when the engine start completion condition that is arbitrarily determined is satisfied for the arbitrarily set period.

  In the vehicle suspension control system according to the present invention, the vehicle suspension control system further includes stop state acquisition means for acquiring detection of a stop start state of engine drive, and the suspension characteristic changing means further includes the engine from the time when the engine stop start state is detected. Until the vehicle stops, it is preferable to change the sink characteristic gain of each suspension to the vibration suppression mode.

  Further, in the vehicle suspension control system according to the present invention, the vehicle is a hybrid vehicle that uses a vertical engine and an electric motor as a drive source, and the controller starts the engine every time the vertical engine is started as a drive source. It is preferable to acquire the detection of the engine and change the gain of the sink characteristic of each suspension to the vibration suppression mode during a period set arbitrarily from the time of detecting the engine start state.

  In addition, a vehicle suspension control system according to the present invention includes a vertically mounted engine mounted on a vehicle body with the longitudinal direction of the crankshaft disposed in the longitudinal direction of the vehicle, a rolling sensor that detects rolling of the vehicle body, A suspension stabilizer that is disposed between at least one of the front wheels and the vehicle body or between the left and right rear wheels and the vehicle body and that can change the sink characteristics, and a control unit that controls the sink characteristics of the suspension stabilizer according to the detection value of the rolling sensor. In the vehicle suspension control system comprising: Depending on the change in the rolling direction to be detected, And having a stabilizer characteristic changing means for changing the rolling suppression mode for controlling the sinking characteristics of the left wheel side of the sink characteristics and right wheel side Pension stabilizer as opposite phases to each other, the.

  In addition, it is preferable that the stabilizer characteristic changing means terminates when an arbitrarily determined engine start completion condition is satisfied for an arbitrarily set period.

  In the vehicle suspension control system according to the present invention, the vehicle suspension control system further includes stop state acquisition means for acquiring detection of a stop start state of engine drive, and the stabilizer characteristic changing means further includes the engine from the time when the engine stop start state is detected. It is preferable to change the sinking characteristics of the suspension stabilizer to the rolling suppression mode until the engine stops.

  Further, in the vehicle suspension control system according to the present invention, the vehicle is a hybrid vehicle that uses a vertical engine and an electric motor as a drive source, and the controller starts the engine every time the vertical engine is started as a drive source. It is preferable to change the suspension stabilizer sinking characteristic to the rolling suppression mode during a period arbitrarily set from the detection of the engine start state.

  The vehicle suspension control method according to the present invention includes a longitudinal engine mounted on the vehicle body with the longitudinal direction of the crankshaft disposed in the longitudinal direction of the vehicle, a rolling sensor for detecting rolling of the vehicle body, A suspension in a vehicle including a plurality of suspensions that are respectively disposed between the front wheels, the left and right rear wheels, and the vehicle body, and capable of varying the sink characteristics, and a control unit that controls the sink characteristics of each suspension according to the detection value of the rolling sensor. In the control method, the normal state of the vehicle is determined with respect to the gain of the sink characteristic of each suspension during a start state acquisition step of acquiring detection of the start state of the engine and a period arbitrarily set from the time of detection of the start state of the engine. Suspension characteristic change to change to vibration suppression mode higher than normal mode in driving condition And extent, after the period set, characterized in that it comprises a suspension characteristic restoration step of returning the gain of the sinking characteristics of each suspension to the normal mode, the.

  The vehicle suspension control method according to the present invention includes a longitudinal engine mounted on the vehicle body with the longitudinal direction of the crankshaft disposed in the longitudinal direction of the vehicle, a rolling sensor for detecting rolling of the vehicle body, A suspension stabilizer that is disposed between at least one of the front wheels and the vehicle body or between the left and right rear wheels and the vehicle body and that can change the sink characteristics, and a control unit that controls the sink characteristics of the suspension stabilizer according to the detection value of the rolling sensor. A suspension control method in a vehicle comprising: a starting state acquisition step of acquiring detection of an engine starting state; and a detection of a rolling sensor during a period arbitrarily set from the time of detection of the engine starting state Suspension in the direction to cancel rolling according to changes in rolling direction Stabilizer characteristics change process to change to rolling suppression mode that controls the sinking characteristics on the left wheel side and the sinking characteristics on the right wheel side of the stabilizer as mutually opposite phases, and the sinking characteristics of the suspension stabilizer after the set period of time And a stabilizer characteristic returning step for returning to the normal mode.

  With the above configuration, in a vehicle equipped with a vertical engine, the detection of the engine start state is acquired, and the gain of the sink characteristics of each suspension is obtained for a period that is arbitrarily set from the time of engine start state detection. Change to the vibration suppression mode higher than the normal mode in the normal operation state. Here, the gain of the sink characteristic is a feedback gain when changing the sink characteristic of each suspension according to the detection value of the rolling sensor. The higher the gain, the larger the feedback amount to the sink characteristic, thereby suppressing vibration. It is the gain that works in the direction. Therefore, rolling of the vehicle by the vertical engine can be suppressed.

  In addition, since an arbitrarily determined upper limit value is provided for the gain in the vibration suppression mode, it is possible to prevent unnecessary disturbances from being promoted unnecessarily.

  In addition, since the arbitrarily set period is the period when the engine start completion condition that is arbitrarily set is satisfied, rolling caused by particularly significant vibrations can be effectively suppressed at the time of starting the vertical engine.

  In addition, the detection of the stop start state of the engine drive is acquired, and the gain of the sag characteristics of each suspension is changed to the vibration suppression mode from the time the engine stop start state is detected until the engine stops. Rolling due to particularly noticeable vibration when the engine is stopped can also be effectively suppressed.

  In addition, when the vehicle is a hybrid vehicle that uses an electric motor as a drive source together with the longitudinal engine, the detection of the engine start state is obtained every time the engine is started using the vertical engine as a drive source, and any time from when the engine start state is detected. During the period set to, the suspension characteristic gain of each suspension is changed to the vibration suppression mode. A vehicle using only the engine as a drive source usually starts and stops the engine once or less in one run. On the other hand, in the case of a hybrid vehicle, the frequency of starting and stopping the engine is high. Even in such a case, according to the above configuration, it is possible to effectively suppress rolling by the vertically placed engine.

  With the above configuration, in a vehicle equipped with a vertical engine, the detection of the engine start state is acquired, and the change in the rolling direction detected by the rolling sensor is detected during a period arbitrarily set from the time of engine start state detection. Then, in the direction to cancel rolling, the suspension stabilizer mode is changed to a rolling suppression mode in which the sinking characteristic on the left wheel side and the sinking characteristic on the right wheel side of the suspension stabilizer are controlled in mutually opposite phases. Therefore, rolling of the vehicle by the vertical engine can be suppressed.

  In addition, since the arbitrarily set period of the rolling suppression mode ends when the engine start completion condition that is arbitrarily set is satisfied, rolling caused by particularly significant vibrations is effectively suppressed when starting the vertical engine. be able to.

  In addition, the detection of the stop start state of the engine drive is acquired, and the suspension stabilizer sinking characteristic is changed to the rolling suppression mode from the time when the engine stop start state is detected until the engine stops. Rolling due to vibration, which is particularly noticeable when stopping, can also be effectively suppressed.

  In addition, when the vehicle is a hybrid vehicle that uses an electric motor as a drive source together with the longitudinal engine, the detection of the engine start state is obtained every time the engine is started using the vertical engine as a drive source, and any time from when the engine start state is detected. During the set period, the sinking characteristics of the suspension stabilizer are changed to the rolling suppression mode. A vehicle using only the engine as a drive source usually starts and stops the engine once or less in one run. On the other hand, in the case of a hybrid vehicle, the frequency of starting and stopping the engine is high. Even in such a case, according to the above configuration, it is possible to effectively suppress rolling by the vertically placed engine.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the vehicle will be described as a hybrid vehicle using a vertically mounted engine and an electric motor as drive sources. However, this is a particularly effective example of the invention and is a vehicle using only a vertically mounted engine as a drive source. Also good. In addition, the vehicle has four wheels, the suspension is attached to each wheel, and the gain of the sinking characteristics is changed separately for the left wheel side and the right wheel side. Other than this, it is also possible to change the gain of the sinking characteristics for each wheel. In addition, the suspension stabilizer is assumed to be provided between the front left and right wheels and between the rear left and right wheels, and the same rolling suppression mode control is performed for the two suspension stabilizers. The stabilizers may be controlled in independent rolling suppression modes. Further, although one rolling sensor is provided near the center of gravity of the vehicle, two or more rolling sensors may be used.

  FIG. 1 is a diagram showing a configuration of a vehicle suspension control system 10 in a hybrid vehicle. The vehicle suspension control system 10 is roughly configured to include a vehicle main body 12, a hybrid vehicle controller (HVCPU) 40, and a suspension controller 42. The vehicle main body 12 is a part of elements other than the control part of the vehicle, but in FIG. 1, elements related to the vehicle suspension are extracted and shown. Here, the vehicle main body 12 is shown so that the front-rear direction of the vehicle is the vertical direction of the page. The hybrid vehicle control unit 40 has a function of controlling the driving of the engine and the driving motor, which are driving sources of the vehicle, and controlling the running of the vehicle as a whole. The suspension control unit 42 feeds back data from the sensor 30 that detects rolling of the vehicle, and sinks characteristics of suspensions 32, 34, 36, and 38 provided between the vehicle body 14 and the wheels 22, 24, 26, and 28. It has a function to control.

  In the vehicle main body 12, the vehicle body 14 is a member that serves as a base of the vehicle, on which a vertical engine 16 and a driving motor (not shown) are mounted. Here, the vertically placed engine is an engine arranged on the vehicle body 14 such that the axial direction of the crankshaft, which is the longitudinal direction of the engine, is along the longitudinal direction, which is the longitudinal direction of the vehicle. Here, the crankshaft extends from the vertically placed engine 16 to become the output shaft 18, and transmits the driving force to the left rear wheel 24 and the right rear wheel 28 via the differential section (DF) 20 to move the vehicle. The left front wheel 22 and the right front wheel 26 rotate following the movement of the vehicle driven by the left rear wheel 24 and the right rear wheel 28. That is, the vehicle shown in FIG. 1 is a rear-wheel drive hybrid vehicle with a front engine arrangement.

  Suspensions 32, 34, 36, and 38 are provided between the vehicle body 14 and the wheels 22, 24, 26, and 28, respectively. The suspensions 32, 34, 36, and 38 are so-called active suspension devices that vary the sinking characteristics of the vehicle body 14 with respect to the wheels 22, 24, 26, and 28 using an actuator shown as A in FIG. 1. For example, a fluid such as oil can be used to generate the sink characteristic, and a hydraulic control actuator capable of varying the hydraulic pressure with an electric signal can be used as the actuator (A). Control signals from the suspension control unit 42 are supplied to the actuators (A) of the suspensions 32, 34, 36, and 38.

  The sensor 30 disposed at the center of the vehicle body 14, preferably near the center of gravity of the vehicle, is a rolling sensor having a function of detecting rolling, which is rotation around the longitudinal axis of the vehicle. The detection is performed for the rolling angle, the rolling angular velocity, or the rolling angular acceleration. As such a sensor, for example, a speed sensor using a gyro method or an acceleration sensor can be used. The output of the sensor 30 is supplied to the suspension control unit 42.

  As described above, the HVCPU 40 has a function of controlling driving of the longitudinal engine 16 that is a driving source of the vehicle and a driving electric motor, and controlling traveling of the vehicle as a whole. For example, when the information of various sensors provided in the vehicle is processed, the vehicle is driven by a driving motor when the vehicle speed is low, the vehicle is driven by the vertical engine 16 when the vehicle speed is high, and when acceleration is required In addition, it has a function of performing switching control of the drive source in accordance with the traveling state of the vehicle, such as acceleration by the vertically installed engine 16 and further use of a drive motor when acceleration is necessary. Therefore, under the control of the HVCPU 40, the vertical engine 16 is started and stopped as appropriate according to the traveling state. The state of the start / stop command signal given from the HVCPU 40 to the vertical engine 16 or the information on the start state, stop start state, stop state, etc. of the vertical engine 16 itself is transmitted to the suspension control unit 42. The HVCPU 40 can be configured by a vehicle computer.

  As described above, the suspension control unit 42 has a function of controlling the sink characteristics of the suspensions 32, 34, 36, 38 provided between the vehicle body 14 and the wheels 22, 24, 26, 28. The sink characteristic is controlled by changing a control signal to the actuators (A) of the suspensions 32, 34, 36, and 38 in accordance with the detection value of the sensor 30 that detects rolling of the vehicle. That is, the value of the sensor 30 is fed back to the control signal of the actuator (A).

  More specifically, in a normal case where the drive source is not changed, the sink characteristics of the suspensions 32, 34, 36, and 38 are changed in accordance with the rolling state of the vehicle detected by the sensor 30, thereby rolling the vehicle. It has a function to suppress. In this case, if necessary, it is possible to perform control for making each sinking characteristic different for each suspension 32, 34, 36, 38. Further, when the drive source is changed, that is, when the vertical engine 16 is started and stopped, the control for increasing the feedback of the detection value of the sensor 30 compared to the normal case where the drive source is not changed. Is done. That is, it has a function of increasing the feedback gain for changing the sink characteristics of the suspensions 32, 34, 36, and 38 with respect to the detection value of the sensor 30 and further suppressing rolling of the vehicle. In this case, the suspensions 32 and 34 on the left wheel side of the left front wheel and the left rear wheel are collectively set as one control target, and the suspensions 36 and 38 on the right wheel side of the right front wheel and the right rear wheel are separately set. It is possible to perform control different from each other. This control is also performed by obtaining information about the vertical engine 16 from the HVCPU 40.

  The suspension control unit 42 is a right suspension I / F that is an interface circuit between the CPU 44 and a sensor I / F 46 that is an interface circuit between the sensor 30 and each actuator (A) of the right wheel side suspensions 36 and 38. The left suspension I / F 50 is an interface circuit between F48 and the actuators (A) of the left wheel side suspensions 32 and 34. Each of these elements is connected to each other by an internal bus. The suspension control unit 42 is connected to the HVCPU 40.

  As described above, the CPU 44 performs the normal mode control module 52 that executes the suspension control processing procedure when the drive source is not changed, and the suspension control processing procedure when the vertical engine 16 is started and stopped. A start state acquisition module 54, a stop start state acquisition module 56, and a gain change module 58 are configured to be executed. These functions can be realized by software, specifically, by executing a corresponding suspension control program. Some of these functions can be configured by hardware.

  The operation of the vehicle suspension control system 10 having the above-described configuration, particularly each function of the CPU 44, will be described in detail with reference to the flowchart of FIG. FIG. 2 is a flowchart showing each procedure for realizing suspension control, particularly suspension control for suppressing rolling when starting and stopping the vertical engine in a hybrid vehicle including the vertical engine. These procedures correspond to the respective processing procedures in the corresponding suspension control program.

  First, the normal mode and the vibration suppression mode, which are the two control modes of the suspension control unit 42, will be described, and then the contents of the vibration suppression mode will be described with reference to the normal mode.

  When the vehicle is traveling without switching the drive source, the suspension control unit 42 is set to perform control for adapting the sink characteristics of the suspensions 32, 34, 36, 38 according to the detection result of the sensor 30. ing. That is, the detection state of the sensor 30 is fed back to the sink characteristics of the suspensions 32, 34, 36, and 38, and the control is performed in a direction that reduces the detection value of the sensor 30 and suppresses rolling of the vehicle. Since this control mode is performed in a normal state without changing the drive source, it can be called a normal mode.

  On the other hand, when the vertical engine 16 is started / stopped, rolling of the vehicle is likely to occur due to vibration caused by the rotational movement of the crankshaft that is asymmetric in time and space as described above. Control to suppress is performed. That is, when the detection state of the sensor 30 is fed back to the sink characteristics of the suspensions 32, 34, 36, and 38, the feedback gain is increased as compared with the normal mode. Thereby, the detection value of the sensor as a result of the control is made closer to zero, and rolling of the vehicle is further suppressed. Therefore, this control mode can be called a vibration suppression mode.

  Here, the sinking characteristic of the suspension is a characteristic of a change ΔS in the distance between both ends of the suspension with respect to the external force ΔF applied to both ends of the suspension. When the suspension is composed of only a simple spring element, the spring constant thereof. The sinking characteristics can be expressed by such as When the suspension has a damping element in addition to the spring element, the sinking characteristics can be expressed by adding the damping element. The specific change of the sink characteristic can be performed by a control signal such as a drive current to the actuator (A). For example, the spring constant of the suspension can be changed by changing the drive current to the actuator (A).

  In this case, since the actuator current is changed according to the detection value of the sensor 30, when the vibration is large and the detection value of the sensor 30 is large, the spring constant of the suspension is increased according to the magnitude. Thus, the actuator current is changed. Thereby, the detection value of the sensor 30 after control becomes small, and as a result, vibration is suppressed. In this manner, the detection value of the sensor 30 is fed back to the change in the sinking characteristics of the suspension by the function of the suspension control unit 42, and vibration is suppressed.

  Next, the contents of the vibration suppression mode will be described with reference to the normal mode according to the flowchart of FIG. As described above, the suspension control is set to the normal mode when there is no change in the drive source of the vehicle (S10). The state where there is no change in the drive source includes a case where the vehicle is running and a stop state where the vehicle has not yet started driving. When the driving source is not changed during traveling, the detection value of the sensor 30 is fed back to the sink characteristics of the suspensions 32, 34, 36, and 38 as described above, and the driving source is not changed during traveling. Vibration is suppressed. This function is executed by the normal mode control module 52 of the CPU 44.

  After the setting of the normal mode, it is always monitored whether the engine is started (S12). This function is executed by the function of the starting state acquisition module 54. Specifically, since an engine start command is issued from the HVCPU 40 to the engine 16, the start command is received and acquired as an indication of the start state of the engine 16 (S14). Alternatively, information that the actual rotational speed of the engine 16 rises from zero may be acquired via the HVCPU 40.

  When it is acquired that the engine 16 has been started, the suspension control is changed to the vibration suppression mode (S16). Specifically, the function of the gain changing module 58 increases the gain of feedback from the sensor 30 to the sink characteristics of the suspensions 32, 34, 36, and 38. By increasing the feedback gain, the sink characteristics of the suspensions 32, 34, 36, and 38 are changed in a direction that further suppresses the vibration with respect to the same detection value of the sensor 30.

This is shown in FIG. FIG. 3 shows a common origin of the time axis, (a) shows changes in engine start / stop state, (b) shows changes in engine speed, (c) shows changes in suspension control feedback gain, FIG. FIG. 3A shows the timing of the engine start command and the engine stop command from the HVCPU 40 by upward and downward arrows, respectively. Here, the engine start command is issued at time t _1, the engine stop command is issued at time t _3. FIG. 3 (c), a change in the feedback gains are shown, Prior to the time _{t 1} at gain = _{G 0,} are enhanced to gain = _{G 1} at time _{t 1.} Gain = G ₀ is a feedback gain in the normal mode, and gain = G ₁ is a feedback gain in the vibration suppression mode.

Gain = G ₁ is set within an appropriate upper limit value, it is preferable not to the maximum value of the feedback loop can take. By increasing the feedback gain, the effect of the measured value of the sensor 30 can be strengthened and the vibration suppression can be further strengthened. On the other hand, noise in the sensor 30 or noise in the feedback loop is also increased in gain. Increased by Therefore, it is preferable to set the gain within the upper limit value determined from experience.

Returning to FIG. 2 again, after changing to the vibration suppression mode, it is monitored whether or not a predetermined set period has elapsed (S18), and when the predetermined period has elapsed, the mode is returned to the normal mode (S20). That back to G ₀ of the normal mode from the G ₁ when the suspension feedback gain vibration suppression mode of control.

This is shown in FIG. That is, the gain is returned to G ₀ again at time t ₂ after the elapse of the predetermined period T from time t ₁ . The predetermined period T is preferably set to a period required for the vibration caused by the temporally and spatially asymmetric rotation of the crankshaft after the engine start to settle. As shown in FIG. 3B, one method is to set the engine speed when the engine is rotating sufficiently stably as N ₀ , and the time when a certain ratio is reached, for example, N ₁ T = t ₂ −t ₁ , where t ₂ is the time at which = 0.9N ₀ . N ₀ can be taken as the so-called idling speed, in which case the time T until the engine rises from 0 to N ₁ = 0.9N ₀ can be obtained empirically. For example, T = 300 msec to 500 msec.

Returning to FIG. 2 again, it is next monitored whether or not the engine is stopped (S22). This function is executed by the function of the stop start state acquisition module 56. Specifically, since an engine stop command is issued from the HVCPU 40 to the engine 16, the stop command is received and obtained as an indication of the stop start state of the engine 16 (S24). Alternatively, the information actual rotational speed of the engine 16 has been lowered from the stable rotational speed N _0, it may be obtained via CPU 40. Detection of a decrease in engine speed can be detected by providing a threshold value.

  When it is acquired that the engine 16 has started to stop, the suspension control is changed to the vibration suppression mode (S26). Specifically, the function of the gain changing module 58 increases the feedback gain from the sensor 30 to the sink characteristics of the suspensions 32, 34, 36, 38. By increasing the feedback gain, the sink characteristics of the suspensions 32, 34, 36, and 38 are changed in a direction that further suppresses the vibration with respect to the same detection value of the sensor 30.

This is shown in FIG. That is, in FIG. 3 (a), the engine stop command has been issued at time _{t 3} from HVCPU40, in FIG. 3 (c), than before the time _{t 3} by the gain = _{G 0,} the gain at time _{t 3} = It has been increased to G _1. Gain = G _1, it is also the same as explained in S16 to be set within an appropriate upper limit.

Returning to FIG. 2 again, after changing to the vibration suppression mode, whether or not the engine is stopped is monitored (S28). If it is determined that the engine is stopped, the mode is returned to the normal mode (S30). That back to G ₀ of the normal mode from the G ₁ when the suspension feedback gain vibration suppression mode of control.

This is shown in FIG. That is, in FIG. 3 (b), the time t ₃ is issued engine stop command, and decreases the time elapsed and the engine speed, the engine rotational speed becomes zero at time t _4. Then, as shown in FIG. 3C, the feedback gain is returned from G ₁ to G ₀ at the time t ₄ . And it returns to S12 again and said procedure is repeated.

  In this way, every time the engine is repeatedly started and stopped in a hybrid vehicle equipped with a vertical engine, the feedback gain regarding the sinking characteristics of the suspension with respect to the detection value of the sensor 30 is increased within a predetermined range, and the vertical engine Rolling of the vehicle at the time of starting and stopping can be suppressed.

  Suppression of rolling during engine start / stop can also be performed by controlling an active suspension stabilizer. Here, the active suspension stabilizer means that the sink characteristics of the left and right ends of the stabilizer respectively connected to the left wheel and the right wheel can be variably controlled by a fluid pressure actuator or a motor. Hereinafter, a suspension control system for a vehicle including an active suspension stabilizer of a type that can independently control a sink characteristic on the left wheel side and a sink characteristic on the right wheel side of the stabilizer will be described.

  FIG. 4 is a diagram illustrating a configuration of a vehicle suspension control system 70 in a hybrid vehicle including an active suspension stabilizer. In the following, elements similar to those in FIG. 1 are denoted by the same reference numerals, and detailed description thereof is omitted. Here, the vehicle suspension control system 70 is roughly configured to include a vehicle main body unit 12, a hybrid vehicle control unit (HVCPU) 40, and a suspension control unit 76 related to a suspension stabilizer. The hybrid vehicle control unit 40 has a function of controlling the driving of the engine 16 and the driving motor, which are driving sources of the vehicle, and controlling the running of the vehicle as a whole. The suspension control unit 42 includes a suspension stabilizer 72 provided between the front left wheel 22 and the right wheel 26, and the rear left wheel 24 and the right wheel 28 based on data from the sensor 30 that detects rolling of the vehicle. It has a function of controlling the sinking characteristics of the suspension stabilizer 74 provided therebetween.

  As described with reference to FIG. 1, the vehicle body 14 is a member serving as a base of the vehicle on which the vertically installed engine 16 and a driving electric motor (not shown) are mounted. Further, the crankshaft extends from the vertically placed engine 16 to become an output shaft 18, which transmits a driving force to the left rear wheel 24 and the right rear wheel 28 via the differential portion (DF) 20 to move the vehicle. The left front wheel 22 and the right front wheel 26 rotate following the movement of the vehicle driven by the left rear wheel 24 and the right rear wheel 28. That is, the vehicle shown in FIG. 1 is a rear-wheel drive hybrid vehicle with a front engine arrangement.

  Suspensions 33, 35, 37, and 39 are provided between the vehicle body 14 and the wheels 22, 24, 26, and 28, respectively. As described above, the active suspension stabilizer 72 is provided between the front left wheel 22 and the right wheel 26, and the active suspension stabilizer 74 is provided between the rear left wheel 24 and the right wheel 28. Provided. A control signal from the suspension controller 76 is supplied to the suspension stabilizers 72 and 74.

  The suspensions 33, 35, 37, and 39 are general wheel suspension mechanisms, and need not be active suspensions as described in relation to FIG. Of course, an active suspension that controls the sink characteristics described in relation to FIG. 1 may be used. At this time, rolling is suppressed more effectively when the engine is started and stopped by cooperation with the suspension suspensions 72 and 74 and the active suspension described with reference to FIG. In this case, the suspension control unit 76 related to the suspension stabilizer can be combined with the suspension control unit 42 described with reference to FIG. 1 as one control unit.

  As described with reference to FIG. 1, a sensor 30 that detects rolling, which is rotation around the front-rear axis of the vehicle, is disposed near the center of gravity of the vehicle at the center of the vehicle body 14. The output of the sensor 30 is supplied to the suspension control unit 76.

  As described above, the HVCPU 40 has a function of controlling the driving of the vertical engine 16 and the driving electric motor, which are the driving sources of the vehicle, and controlling the running of the vehicle as a whole, and is placed vertically under the control of the HVCPU 40. The engine 16 is started and stopped as appropriate according to the traveling state of the vehicle. In addition, the state of the start / stop command signal given from the HVCPU 40 to the vertical engine 16 or information such as the start state, stop start state, and stop state of the vertical engine 16 itself is transmitted to the suspension control unit 76. The HVCPU 40 can be configured by a vehicle computer.

  The suspension control unit 76 has a function of controlling the sink characteristics of the suspension stabilizers 72 and 74 as described above. The sink characteristic is controlled according to a detection value of the sensor 30 that detects rolling of the vehicle. That is, the value of the sensor 30 is fed back to the control signal to the suspension stabilizers 72 and 74.

  More specifically, in a normal case where the drive source is not changed, the function of suppressing the rolling of the vehicle by changing the sink characteristics of the suspension stabilizers 72 and 74 according to the rolling state of the vehicle detected by the sensor 30. Have That is, the sink characteristics of the suspension stabilizers 72 and 74 are changed according to the rolling angle, the rolling angular velocity, or the rolling angular acceleration detected by the sensor 30. The change of the sink characteristic at this time is performed uniformly without distinguishing between the left wheel side and the right wheel side. If this control mode is called the normal mode of the stabilizer, the normal mode of the stabilizer means that if each suspension stabilizer 72, 74 is considered as one torsion bar, its torsional rigidity is detected by the sensor 30. This corresponds to control that changes according to the amount. Here, the magnitude of the detection amount of the sensor 30 is noted, and the rolling direction is not noted.

  On the other hand, when the drive source is changed, that is, when the vertical engine 16 is started and stopped, the rolling direction detected by the sensor 30 is noted. That is, in accordance with the change in the rolling direction detected by the sensor 30, the left wheel side sink characteristic and the right wheel side sink characteristic are set in opposite phases in each of the suspension stabilizers 72 and 74 in the direction to cancel the rolling. Each is controlled. This control mode can be referred to as a rolling suppression mode in contrast with the normal mode of the stabilizer.

  FIG. 5 is a diagram for explaining the rolling suppression mode. 5 (a) shows the detected value of the sensor 30, the rolling direction together with the magnitude of the detected amount, and FIG. 5 (b) shows the amount of movement of the suspension stabilizers 72, 74 on the right wheel side. (C) is a figure which shows the moving amount | distance on the left-wheel side of the suspension stabilizers 72 and 74, respectively. In FIG. 5, UP is above the ground or the vehicle body 14, and DOWN is below.

  For example, in FIG. 5A, if the detection of the sensor 30 is right UP, that is, the direction in which the right wheel side is moved upward and the left wheel side is moved downward, the correspondence in FIG. As shown at the time to perform, on the right wheel side of the suspension stabilizers 72 and 74, the sink characteristics are controlled on the DOWN side so as to suppress the upward movement. At the same time, as shown in FIG. 5C, on the left wheel side, the sinking characteristic is controlled to the UP side so as to suppress the downward movement. Further, in FIG. 5A, if the detection of the sensor 30 is left UP, that is, the direction in which the left wheel side is moved upward and the right wheel side is moved downward, the corresponding in FIG. 5B corresponds. As shown at the time, on the right wheel side of the suspension stabilizers 72 and 74, the sinking characteristic is controlled on the UP side so as to suppress the downward movement, and at the same time, shown in FIG. 5 (c). Thus, the sinking characteristic is controlled on the DOWN side so as to suppress the upward movement on the left wheel side. As described above, in the rolling suppression mode, the left wheel side sink characteristic and the right wheel side sink characteristic of the suspension stabilizers 72 and 74 are set in the direction to cancel rolling according to the change in the rolling direction detected by the sensor 30. They are controlled as opposite phases to each other.

  The suspension control unit 76 includes a CPU 78, a sensor I / F 46 that is an interface circuit between the sensors 30, and a suspension stabilizer I / F 80 that is an interface circuit between the suspension stabilizers 72 and 74. . Each of these elements is connected to each other by an internal bus. The suspension control unit 76 is connected to the HVCPU 40.

  As described above, the CPU 78 includes a stabilizer normal mode control module 82 that executes the suspension stabilizer control processing procedure when the drive source is not changed, and the suspension control processing when the vertical engine 16 is started and stopped. A start state acquisition module 54 for executing a procedure, a stop start state acquisition module 56, and a stabilizer characteristic change module 84 for changing the stabilizer sink characteristic control mode between the stabilizer normal mode and the rolling suppression mode. . The contents of the start state acquisition module 54 and the contents of the stop start state acquisition module 56 are the same as those described in relation to FIG. These functions can be realized by software, specifically, by executing a corresponding suspension control program. Some of these functions can be configured by hardware.

  The operation of the vehicle suspension control system 70 configured as described above, particularly the functions of the CPU 78, will be described in detail with reference to the flowchart of FIG. FIG. 6 is a flowchart showing each procedure for realizing suspension stabilizer control, in particular, suspension stabilizer control for suppressing rolling at the time of starting and stopping of the vertically mounted engine, in a hybrid vehicle including a vertically mounted engine. These procedures correspond to the respective processing procedures in the corresponding suspension control program.

  As shown in the flowchart of FIG. 6, the suspension stabilizer control is set to the normal mode in a state where the drive source of the vehicle is not changed (S40). The state where there is no change in the drive source includes a case where the vehicle is running and a stop state where the vehicle has not yet started driving. When the driving source is not changed during traveling, the magnitude of the detection amount of the sensor 30 is fed back to the sink characteristics of the suspension stabilizers 72 and 74 as described above, and the driving source is not changed during traveling. Vibration is suppressed. This function is executed by the stabilizer normal mode control module 80 of the CPU 78.

  After the setting of the normal mode, it is always monitored whether or not the engine is started (S42). This function is executed by the function of the starting state acquisition module 54. Specifically, since an engine start command is issued from the HVCPU 40 to the engine 16, the start command is received and obtained as an indication of the start state of the engine 16 (S44). Alternatively, information that the actual rotational speed of the engine 16 rises from zero may be acquired via the HVCPU 40.

  When it is acquired that the engine 16 has started, the control of the suspension stabilizers 72 and 74 is changed to the rolling suppression mode (S46). Specifically, by the function of the stabilizer characteristic changing module 84, the left wheel side sink characteristic and the right wheel side sink characteristic of the suspension stabilizer in the direction to cancel the rolling according to the change in the rolling direction detected by the rolling sensor. Are switched to a rolling suppression mode in which the phases are controlled as opposite phases.

This is shown in FIG. 7A and 7B share the origin of the time axis, (a) shows the change in the engine start / stop state, (b) shows the change in the engine speed, and (c) shows the change in the control mode of the suspension stabilizers 72 and 74. FIG. FIG. 7A shows the timing of the engine start command and the engine stop command from the HVCPU 40 by upward and downward arrows, respectively. Here, the engine start command is issued at time t _1, the engine stop command is issued at time t _3. FIG. 7 (c), but how the change of the control mode is shown, in the normal mode prior to time t ₁ (A), it has been changed to a rolling suppression mode (B) at time t _1.

  Returning to FIG. 6 again, after changing to the rolling suppression mode, whether or not a predetermined set period has elapsed is monitored (S48), and if the predetermined period has elapsed, the normal mode is restored (S50).

This is shown in FIG. That at time t ₂ after the predetermined time period T has elapsed from the time t _1, the control mode is returned to the normal mode (A) again. As described with reference to FIG. 1, the predetermined period T is preferably set to a period required for the vibration caused by the temporally and spatially asymmetric rotation of the crankshaft after the engine start to settle. Then, as shown in FIG. 7 (b), when the engine speed when the engine is rotating sufficiently stably is N ₀ , the time when the engine speed reaches a certain ratio, for example, N ₁ = 0. The time when 9N ₀ is reached can be set to t ₂ , and T = t ₂ −t ₁ . As described in FIG. 1, N ₀ can be set to the so-called idling speed, and in this case, the time T until the engine starts up from the speed 0 to N ₁ = 0.9N ₀ is obtained empirically. For example, T = 300 msec to 500 msec.

Returning to FIG. 6 again, it is next monitored whether or not the engine is stopped (S52). This function is executed by the function of the stop start state acquisition module 56. Specifically, since an engine stop command is issued from the HVCPU 40 to the engine 16, the stop command is received and obtained as an indication of the stop start state of the engine 16 (S54). Alternatively, the information actual rotational speed of the engine 16 has been lowered from the stable rotational speed N _0, it may be obtained via HVCPU40. Detection of a decrease in engine speed can be detected by providing a threshold value.

  When acquiring that the engine 16 has started to stop, the control of the suspension stabilizers 72 and 74 is changed to the rolling suppression mode (S56). Specifically, by the function of the stabilizer characteristic changing module 84, the left wheel side sink characteristic and the right wheel side sink characteristic of the suspension stabilizer in the direction to cancel the rolling according to the change in the rolling direction detected by the rolling sensor. Are switched to a rolling suppression mode in which the phases are controlled as opposite phases.

This is shown in FIG. That is, rolling in FIG. 7 (a), the engine stop command has been issued at time _{t 3} from HVCPU40, in FIG. 7 (c), the previous to time _{t 3} in the normal mode (A), at time _{t 3} It has been changed to the suppression mode (B).

  Returning to FIG. 6 again, after changing to the rolling suppression mode, whether or not the engine is stopped is monitored (S58). If it is determined that the engine is stopped, the mode is returned to the normal mode (S60). That is, the control of the suspension stabilizers 72 and 74 is returned from the rolling suppression mode to the normal mode.

This is shown in FIG. That is, in FIG. 7 (b), the time t ₃ is issued engine stop command, and decreases the time elapsed and the engine speed, the engine rotational speed becomes zero at time t _4. Then, as shown in FIG. 7 (c), the control mode at that time t ₄ is returned to the normal mode (A) from the rolling suppression mode (B). And it returns to S12 again and said procedure is repeated.

  In this way, each time the engine is repeatedly started and stopped in a hybrid vehicle equipped with a vertical engine, the left side of the suspension stabilizer is set in a direction to cancel the rolling in accordance with the change in the rolling direction detected by the rolling sensor. The rolling characteristic is changed to a rolling suppression mode in which the sinking characteristic and the sinking characteristic on the right wheel side are controlled in opposite phases, and rolling of the vehicle at the time of starting / stopping the vertical engine can be suppressed.

In an embodiment concerning the present invention, it is a figure showing the composition of the suspension control system for hybrid vehicles. In the embodiment according to the present invention, it is a flowchart showing each procedure for rolling suppression at the start and stop time of the vertical engine of the hybrid vehicle. In the embodiment according to the present invention, (a) shows the change in the engine start / stop state, (b) shows the change in the engine speed, and (c) shows the suspension control feedback. It is a figure which shows the change of a gain, respectively. In another embodiment, it is a figure which shows the structure of the suspension control system for hybrid vehicles. In other embodiment, it is a figure which shows the mode of the rolling suppression mode. In other embodiment, it is a flowchart which shows each procedure for rolling suppression at the time of the start-up / stop of the vertical installation engine of a hybrid vehicle. In another embodiment, (a) shows changes in the engine start / stop state, (b) shows changes in engine speed, and (c) shows the control mode of the suspension stabilizer. It is a figure which shows the mode of a change, respectively.

Explanation of symbols

  10, 70 Vehicle suspension control system, 12 Vehicle body, 14 Vehicle body, 16 Engine, 18 Output shaft, 20 Differential, 22, 24, 26, 28 Wheel, 30 Sensor, 32, 34, 36, 38 Suspension, 40 Hybrid vehicle control unit, 42, 76 Suspension control unit, 44, 78 CPU, 46 Sensor I / F, 48 Right suspension I / F, 50 Left suspension I / F, 52 Normal mode control module, 54 Start state acquisition module, 56 Stop start state acquisition module, 58 Gain change module, 72, 74 Suspension stabilizer, 80 Suspension stabilizer I / F, 82 Stabilizer normal mode control module, 84 Stabilizer characteristic change module.

Claims (11)

A vertically mounted engine mounted on the vehicle body by arranging the longitudinal direction of the crankshaft in the longitudinal direction of the vehicle;
A rolling sensor for detecting rolling of the vehicle body,
A plurality of suspensions arranged between the left and right front wheels and the left and right rear wheels of the vehicle and the vehicle body, the sink characteristics being variable,
A control unit for controlling the sink characteristics of each suspension according to the detection value of the rolling sensor;
In a vehicle suspension control system comprising:
The control unit
Start state acquisition means for acquiring detection of the start state of the engine;
Suspension characteristic change means for changing the gain of the sink characteristic of each suspension to a vibration suppression mode higher than the normal mode in the normal driving state of the vehicle during a period arbitrarily set from the time when the engine starting state is detected,
A vehicle suspension control system comprising: The vehicle suspension control system according to claim 1,
Suspension characteristics change means
A suspension control system for a vehicle, wherein an arbitrarily determined upper limit is provided for the gain in the vibration suppression mode. The vehicle suspension control system according to claim 1,
Suspension characteristics change means
A vehicle suspension control system characterized in that an arbitrarily set period of time is set to an end when an engine start completion condition that is arbitrarily determined is satisfied. The vehicle suspension control system according to claim 1,
Comprising stop state acquisition means for acquiring detection of a stop start state of engine drive;
Suspension characteristic changing means
A suspension control system for a vehicle, wherein a gain of a sinking characteristic of each suspension is changed to a vibration suppression mode from the time when the engine stop start state is detected until the engine stops. The vehicle suspension control system according to claim 1,
The vehicle is a hybrid vehicle that uses an electric motor as a driving source together with a longitudinal engine,
The control unit acquires the detection of the engine start state every time the vertical engine is started as a drive source, and gains the sink characteristics of each suspension for a period that is arbitrarily set from the time of engine start state detection. Is changed to a vibration suppression mode. A vertically mounted engine mounted on the vehicle body by arranging the longitudinal direction of the crankshaft in the longitudinal direction of the vehicle;
A rolling sensor for detecting rolling of the vehicle body,
A suspension stabilizer that is disposed between at least one of the left and right front wheels of the vehicle and the vehicle body, or between the left and right rear wheels and the vehicle body, and capable of varying the sink characteristics;
A control unit that controls the sink characteristics of the suspension stabilizer according to the detection value of the rolling sensor;
In a vehicle suspension control system comprising:
The control unit
Start state acquisition means for acquiring detection of the start state of the engine;
During the period set arbitrarily from the detection of the engine start state, the suspension stabilizer on the left wheel side of the suspension stabilizer and the right wheel side in the direction to cancel the rolling according to the change in the rolling direction detected by the rolling sensor. Stabilizer characteristic changing means for changing to a rolling suppression mode that controls the sinking characteristics as mutually opposite phases;
A vehicle suspension control system comprising: In the vehicle suspension control system according to claim 6,
Stabilizer characteristic changing means
A vehicle suspension control system characterized in that an arbitrarily set period of time is set to an end when an engine start completion condition that is arbitrarily determined is satisfied. In the vehicle suspension control system according to claim 6,
Comprising stop state acquisition means for acquiring detection of a stop start state of engine drive;
The stabilizer characteristic changing means further includes:
A suspension control system for a vehicle characterized by changing a sinking characteristic of a suspension stabilizer to a rolling suppression mode from the time when an engine stop start state is detected until the engine stops. In the vehicle suspension control system according to claim 6,
The vehicle is a hybrid vehicle that uses an electric motor as a driving source together with a longitudinal engine,
The control unit acquires the detection of the engine start state every time it starts with the vertical engine as the drive source, and rolls the suspension stabilizer sink characteristics for an arbitrarily set period from when the engine start state is detected. A vehicle suspension control system, wherein the vehicle suspension control system is changed to a suppression mode. A vertically mounted engine mounted on the vehicle body by arranging the longitudinal direction of the crankshaft in the longitudinal direction of the vehicle;
A rolling sensor for detecting rolling of the vehicle body,
A plurality of suspensions arranged between the left and right front wheels and the left and right rear wheels of the vehicle and the vehicle body, the sink characteristics being variable,
A control unit for controlling the sink characteristics of each suspension according to the detection value of the rolling sensor;
A suspension control method for a vehicle comprising:
A starting state obtaining step for obtaining detection of an engine starting state;
Suspension characteristic changing step for changing the suspension characteristic gain of each suspension to a vibration suppression mode higher than the normal mode in the normal driving state of the vehicle during a period arbitrarily set from the time of detection of the engine starting state,
Suspension characteristics return process for returning the sink characteristics gain of each suspension to the normal mode after a set period of time,
A suspension control method for a vehicle, comprising: A vertically mounted engine mounted on the vehicle body by arranging the longitudinal direction of the crankshaft in the longitudinal direction of the vehicle;
A rolling sensor for detecting rolling of the vehicle body,
A suspension stabilizer that is disposed between at least one of the left and right front wheels of the vehicle and the vehicle body, or between the left and right rear wheels and the vehicle body, and capable of varying the sink characteristics;
A control unit that controls the sink characteristics of the suspension stabilizer according to the detection value of the rolling sensor;
A suspension control method for a vehicle comprising:
A starting state obtaining step for obtaining detection of an engine starting state;
During the period set arbitrarily from the detection of the engine start state, the suspension stabilizer on the left wheel side of the suspension stabilizer and the right wheel side in the direction to cancel the rolling according to the change in the rolling direction detected by the rolling sensor. Stabilizer characteristic changing step to change to rolling suppression mode that controls the sinking characteristics as mutually opposite phases;
After a set period of time, a stabilizer characteristic return step for returning the sinking characteristics of the suspension stabilizer to the normal mode,
A suspension control method for a vehicle, comprising:

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