JPH05131827A - Vehicle suspension control device - Google Patents

Abstract

PURPOSE:To improve riding comfortableness even in extremely low speed travelling condition while maintaining the stability of a vehicle by distinguishing the conditions of stop and traffic jam from others. CONSTITUTION:A fuzzy inference is made on fuzzy inference rules in a travelling mode judgment block 31 according to signals from a vehicle speed sensor 1, an accelerator Opening sensor 5, and a stop switch 4 to judge at least one or more of travelling modes of a vehicle in traffic jam or under stoppage. If it is judged to be jammed or stopped, a control judgment block 32 controls a damper constant of a suspension of each wheel to hard side and, if it is in extremely low speed travelling condition, the control judgment block outputs a shock absorber control output signal to control the damper constant to soft side. Therefore, the damper constant becomes hard when the vehicle is stopped or jammed to stabilize the vehicle and, when it passes through a bad road at extremely low speed, the damper constant becomes soft to increase riding comfortableness.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle suspension control device, and more particularly to an electronic suspension control device.

[0002]

2. Description of the Related Art In recent years, a suspension control device has been developed for improving steering stability and riding comfort by changing damping force and spring constant (hereinafter, damper constant) of a vehicle suspension in accordance with a running state. Has been done.

In such an electronic suspension control device, the suspension spring constant / damping force (hereinafter appropriately referred to as the spring constant of the suspension) is determined according to the traveling state of the vehicle, the steering wheel angular velocity, the throttle opening speed, etc. The normal state is switched to higher (hard) or lower (soft) side.

Specifically, conventionally, in an electronic suspension control device, since the vehicle is apt to shake due to a passenger getting in and out of the vehicle or movement in the vehicle when the vehicle is stopped, the suspension spring constant at each wheel is hard to be set. May be controlled to be stable. In addition, when the vehicle speed is extremely low and the frequency of starting and stopping is high, such as during traffic jams, the spring constant of the suspension is similarly set hard. That is, in this case, the posture of the vehicle is greatly changed due to the movement of the personnel inside the vehicle, the dive, the squad at the time of starting / stopping, and the vehicle is more stable when the spring constant of the suspension is set tightly.

[0005]

However, in the above-mentioned conventional electronic suspension control device, in order to cope with the above-mentioned situation during traffic congestion, for example, the vehicle speed is input to the suspension spring at an extremely low speed. Since the setting of the constant is set rigidly, the suspension spring constant will change within the set value range even when passing through a rough road at extremely low speed in extreme cases. However, there was a problem that the riding comfort was impaired.

Therefore, in cases such as a stop or a traffic jam,
If it can be distinguished from other cases of extremely low speed running, the setting of the spring constant of the suspension can be firmly changed when necessary, which is preferable.

Therefore, the present invention provides a suspension control device for a vehicle, which distinguishes between the case of a stop or a traffic jam and the other cases, while ensuring the stability of the vehicle and improving the riding comfort even in an extremely low speed running state. It is an object.

[0008]

In order to achieve the above-mentioned object, a vehicle suspension control device according to a first aspect of the present invention detects an attitude state of a vehicle, and based on a result of the detection, a damper control means controls each wheel. In a suspension control device for a vehicle that determines a damper constant of a suspension and adjusts the suspension, a vehicle speed detecting unit that detects a vehicle speed, a throttle opening detecting unit that detects a throttle opening, and a vehicle that detects a stop of the vehicle. Fuzzy inference is performed according to a predetermined fuzzy inference rule based on the outputs of the stop detection means, the vehicle speed detection means, the throttle opening detection means, and the vehicle stop detection means, and at least one or more of the vehicle being congested or stopped. And a drive mode determining means for determining the drive mode of the Characterized by being configured to determine a damper constant of the wheels of the suspension based on the running mode determined by the determination means.

According to a sixth aspect of the present invention, the vehicle suspension control device detects the posture state of the vehicle, and based on the detection result, the damper control means determines the damper constant of the suspension of each wheel to adjust the suspension. In a suspension control device for a vehicle, a vehicle speed detecting means for detecting a vehicle speed, a steering angle detecting means for detecting a rotation angle of a steering wheel, and a predetermined fuzzy reasoning based on outputs of the vehicle speed detecting means and the steering angle detecting means. A fuzzy inference is performed according to a rule, and a driving mode judging means for judging at least one driving mode during congestion or stop of the vehicle is provided, and the damper control means carries out the driving judged by the driving mode judging means. It is configured to determine the damper constant of each wheel suspension based on the mode. And butterflies.

[0010]

According to the first aspect of the invention, fuzzy inference is performed according to the fuzzy inference rule based on the vehicle speed, the throttle opening, and the result of detection of the stop of the vehicle, and at least one of running or congesting the vehicle is run. The mode is determined. When it is determined that the vehicle is in a traffic jam or stopped, the damper constant of the suspension of each wheel is controlled to the hard side, and the damper constant is controlled to the soft side in other extremely low speed traveling states.

Therefore, in the case of a stop or a traffic jam, the damper constant becomes hard to ensure the stability of the vehicle, while in the case of passing a rough road at an extremely low speed, the damper constant becomes soft. The ride quality is improved. That is,
Depending on the situation, both vehicle stability and ride comfort can be achieved.

Further, in the invention according to claim 6, the input data of the fuzzy inference is different, and the traveling mode of the vehicle being congested or stopped is determined based on the vehicle speed and the steering angle (steering angle) of the steering wheel. The damper constant is controlled.

Therefore, similarly, in the case of a stop or a traffic jam, the damper constant becomes hard and the stability of the vehicle is ensured, while the damper constant is soft when passing through a rough road at an extremely low speed. As a result, the riding comfort is improved, and both the stability of the vehicle and the riding comfort can be achieved.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings. 1 to 5 are views showing a first embodiment of a vehicle suspension control device according to the present invention, in which the present invention is applied to a control device of a variable shock absorber system which is a kind of electronic suspension control device. is there. FIG. 1 is a block diagram showing a hardware configuration of an electronic suspension control device. In FIG. 1, 1 is a vehicle speed sensor, 2 is a steering angle sensor, 3 is a vertical G sensor, 4 is a stop switch (S).
W) and 5 are accelerator opening sensors.

A vehicle speed sensor (vehicle speed detecting means) 1 detects the speed of the vehicle.
Generates two pulse signals. Specifically, a magnet is attached to one end of the cable that takes out the rotation speed signal corresponding to the traveling speed of the vehicle, and a reed switch or the like is provided in the vicinity thereof to output a pulse signal corresponding to the rotation speed. There is. This pulse signal is counted by a CPU, which will be described later, to obtain vehicle speed data.

The rudder angle sensor (rudder angle detection means) 2 detects the rotation angle of the steering wheel, and generates two pulse signals with a phase difference of 90 °, for example, thereby steering direction, steering angle, and steering speed. To be recognizable.

The vertical G sensor 3 detects the acceleration (G) of the vertical vibration of the vehicle body, and the stop switch (vehicle stop detecting means) 4 detects the stop operation of the vehicle. For example, a brake switch is used. An accelerator opening sensor (throttle opening detection means) 5 detects an accelerator opening (that is, a throttle opening).

The output signals of the respective sensors 1 to 5 are inputted to the control unit 10, and the control unit 10 has an input interface (input I / F) circuit 1.
1, CPU 12 and output interface (output I /
F) It is composed of the circuit 13.

The input interface circuit 11 converts the output signals of the sensors 1 to 5 from analog signals to digital signals and outputs them to the CPU 12. The CPU 12 has a function as a damper control unit and a driving mode determination unit, determines the attitude state of the vehicle based on signals from the sensors 1 to 5 input via the input interface circuit 11, and determines the attitude of the vehicle. As a feature, fuzzy inference is performed according to a predetermined fuzzy inference rule, a traveling mode such as a traffic jam or a stop of the vehicle is determined, and a damper constant of the suspension of each wheel is calculated and determined based on the determination result.

A predetermined threshold value is used in determining the damper constant, and the damper constant is changed in three steps (soft, medium, and hard) by comparing the above-described vehicle posture state and the like with this threshold value. To do.

The CPU 12 is a ROM or RAM as a memory.
Built-in, and performs processing required for suspension control according to a program stored in the ROM. At this time, CP
U12 cant the pulse signal from the vehicle speed sensor 12 by a built-in counter to obtain vehicle speed data.

The processing result of the CPU 12 (shock absorber control output) is converted into a drive signal by the output interface circuit 13, and is converted into four drive wheels (front light,
It is sent to the shock absorbers 21-24 provided corresponding to the front left, the air light, and the rear left.

The shock absorbers 21 to 24 are capable of switching the damping force in three stages (soft, medium and hard), and are provided with a hydraulic circuit including a throttle, for example, C
The diaphragm is adjusted according to the damper constant determined by the PU 12. That is, when the damper constant is large, the resistance of the hydraulic circuit is large and the damping force is stiff (hard), and when the damper constant is small, the resistance of the hydraulic circuit is small and the damping force is soft (soft). The aperture is adjusted so that

Next, FIG. 2 is a block diagram showing the processing functions of the CPU 10. The CPU 10 performs two processes represented by a drive mode determination block 31 and a control determination block 32. The traveling mode determination block 31 includes a vehicle speed sensor 1, an accelerator opening sensor 5, and a stop switch 4.
Fuzzy inference is performed according to a predetermined fuzzy inference rule based on the output of the above, and two driving modes are judged, one being in a traffic jam and the other being in a car. Based on the judgment result, a traffic jam mode signal (corresponding to both traffic jam and stop) Is output to the control determination block 32.

The control judgment block 32 judges the attitude state of the vehicle, for example, acceleration / deceleration, roll, and other changes in the attitude of the vehicle body from the outputs of the vertical G sensor 3 and the steering angle sensor 2 to calculate the damper constant of the suspension of each wheel. However, when the vehicle is running at an extremely low speed, the damper constant is controlled to the soft side, and when the traffic jam mode signal is further input, the processed value that controls the damper constant of the suspension of each wheel to the hard side is calculated, and the shock is calculated. The absorber control output signal is output to the shock absorbers 21-24.

Next, the driving mode judgment block 31 uses fuzzy inference for judging the driving mode, and its contents will be described. First, the vehicle speed signal, the throttle opening signal, and the stop switch signal are monitored for a certain period of time to calculate the following data. Average vehicle speed: Average value of vehicle speed sampled at regular intervals Throttle maximum depression amount: Maximum throttle depression amount Stop switch on frequency: Number of times stop switch 4 is turned on Stop switch on time: Stop switch 4 is turned on Maximum time spent

Then, using the above data as input parameters, fuzzy inference is performed according to the following rules to determine the running mode. 3A is a membership function of average vehicle speed, FIG. 3B is a membership function of stop switch ON time, FIG. 3C is a membership function of stop switch ON frequency, and FIG. ) Is the membership function of the maximum throttle depression amount, and FIG. 3 (e) is the membership function of the running mode. Note that FIG.
The vertical axes in (a) to (e) show the degree of matching with the fuzzy rule. Then, as a result of the determination of the traveling mode, three states of stop, congestion, and normal are obtained.

The fuzzy rule is expressed by the following equation. The rule is so-called IF, THEN (if
If) is expressed in the form of. R1. IF Average vehicle speed = 0 THEN Travel mode = Stop mode R2. IF Average vehicle speed = Small AND Stop switch ON frequency = Small AND Stop switch ON time = Small THEN Travel mode = Normal travel mode R3. IF Average vehicle speed = Small AND Stop switch ON frequency = Small AND Stop switch ON time = Large THEN Travel mode = Traffic jam mode R4. IF Average vehicle speed = small AND Stop switch ON frequency = large AND Throttle maximum depression amount = large THEN traveling mode = normal traveling mode R5. IF Average vehicle speed = small AND Stop switch ON frequency = large AND Throttle maximum depression amount = small THEN Driving mode = traffic jam mode R6. IF Average vehicle speed = High THEN Travel mode = Normal travel mode

Here, to explain some of the operations of the fuzzy rule, the fuzzy rule R1 means "if the average vehicle speed is zero, it is judged that the vehicle is in the stop mode". .. Further, the fuzzy rule R2 means "if the average vehicle speed is low, the stop switch ON frequency is low, and the stop switch ON time is short, it is determined that the vehicle is in the normal traveling mode." The fuzzy rule R3 means "if the average vehicle speed is low and the stop switch on frequency is low, but the stop switch on time is long, it is determined that the traffic jam mode is set."

Hereinafter, the same logic is used for the judgment. In particular, when there is traffic congestion when the vehicle is running, the fuzzy rule R3 or R5 is adopted.

Next, the operation of suspension control will be described. FIG. 4 is a flowchart showing a suspension control process. First, in step S1, it is determined whether or not it is a control cycle for suspension control,
If it is not the control cycle, the process waits in this step, and if it is the suspension control cycle, the following step S2
Enter external data with. The external data in this case is information that is obtained based on the output signals of the above-described sensors 1 to 5, and is information for detecting the attitude state and running state of the vehicle.

Then, in step S3, the running mode is determined from the external data by using fuzzy inference. The detailed subroutine of the traveling mode determination process is shown in FIG.

In FIG. 5, a very small amount of calculation is performed in step S11. Specifically, for example, the vehicle speed sensor 1 generates four pulse signals each time the tire makes one revolution, and performs calculation such that the number of vehicle speed pulses is counted to obtain vehicle speed data. Also, vehicle speed signal, throttle opening signal,
By monitoring the stop switch signal for a certain period of time,
The average vehicle speed, the maximum throttle depression amount, the stop switch on frequency, and the stop switch on time are calculated.

Next, in step S12, as shown in FIG.
Evaluation by the membership function shown in (e) (that is,
Fuzzing). That is, the degree of conformity with the membership function is obtained. Then, in step S13, fuzzy logic operation is performed according to the fuzzy rule. That is, the membership function of the running mode is restricted based on the selected conformity to obtain, for example, a trapezoidal membership function. These membership functions are superposed by MAX combining processing to generate a combined output, and fuzzy inference is performed. Next, in step S14, the center of gravity of this combined output is calculated as a definite output by defuzzifier (defuzzification). Thus, the states of the vehicle stop mode, the traffic jam mode, and the normal traveling mode are obtained.

Returning to FIG. 4 again, after the traveling mode is determined in step S3, the control output to the shock absorbers 21-24 is then determined in step S4. For example, when at least one of traveling modes of the vehicle being congested or stopped is determined, the damper constant of the suspension of each wheel is controlled to the hard side, and at the time of other extremely low speed traveling state. Although the damper constant is controlled on the software side, what kind of control signal is to be output to the shock absorbers 21 to 24 in this routine is determined with respect to such processing contents.

Next, at step S5, it is judged whether or not the damper constant of the suspension (S / A) needs to be changed between the previous routine and the current routine (that is, whether or not the output is changed), and there is no change. If so, the process returns to step S1 to repeat the routine, and if there is a change, step S6
Outputs a control signal for changing the damper constant of the suspension (S / A) to the shock absorbers 21-24. This reduces the damping force of the shock absorbers 21-24 to 3
Switch to any of the stages (soft, medium, hard).

Specifically, when it is determined that the vehicle is in a traffic jam or stopped, the damping forces of the shock absorbers 21 to 24 of the wheels are controlled to the hard side. For example, if the damping force is soft during normal traveling, the damping force is switched to medium or hard, and if the damping force is medium during normal traveling, the damping force is switched to hard. On the other hand, in other extremely low speed traveling states, the damping force is switched to the soft side.

Therefore, when the vehicle is stopped or the traffic is congested, the damping force becomes harder than usual and the stability of the vehicle can be secured. On the other hand, when the vehicle passes a rough road at an extremely low speed. , The damping force becomes soft and the riding comfort can be improved. That is, it is possible to achieve both the stability of the vehicle and the riding comfort depending on the situation.

In this embodiment, a predetermined threshold value is used for determining the damper constant, and the attitude state of the vehicle is compared with this threshold value to determine the damper constant in three stages (soft, medium, hard). However, when it is determined that the vehicle is congested or stopped, the determination threshold for squad, dive, etc. may be changed to a lower value.
By doing so, the damping force of the shock absorbers 21-24 is controlled to the hard side even if the posture is changed to some extent, and the stability of the vehicle can be further secured.

That is, by changing the threshold value for detecting the posture change due to acceleration / deceleration, the vehicle starts when traffic jams,
There is an advantage that the number of times of setting the damping force of the shock absorbers 21 to 24 by repeating the stop can be reduced and the mechanical life can be extended.

Next, FIGS. 6 and 7 are diagrams showing a second embodiment of the vehicle suspension control device according to the present invention, and this embodiment is an example in which input data is changed to determine the traveling mode. ..

FIG. 6 is a block diagram showing the processing functions of the CPU 10. The CPU 10 performs two processes represented by a drive mode determination block 41 and a control determination block 42.
The traveling mode determination block 41 performs fuzzy inference from the outputs of the vehicle speed sensor 1 and the steering angle sensor 2 in accordance with a predetermined fuzzy inference rule, determines two traveling modes when the vehicle is congested or stopped, and based on the determination result. And outputs a traffic jam mode signal to the control determination block 42.

The control judgment block 42 is composed of the vertical G sensor 3,
From the outputs of the stop switch 4 and the accelerator opening sensor 5, the attitude state of the vehicle, for example, acceleration / deceleration, roll, and other changes in the attitude of the vehicle body are determined to calculate the damper constant of the suspension of each wheel, and when the vehicle is running at an extremely low speed. , The damper constant is controlled to the software side, and when a traffic jam mode signal is further input, a processing value for controlling the damper constant of the suspension of each wheel to the hard side is calculated, and the shock absorber control output signal is set to the shock absorber 21.
To 24.

Next, the driving mode judgment block 41 uses fuzzy inference for judging the driving mode, and its contents will be described. First, the following data is calculated by monitoring the vehicle speed signal and the steering angle signal for a certain period of time. Number of vehicle speed pulses: A value obtained by counting the number of vehicle speed pulses at regular intervals Steering frequency: The number of times that the number of steering angle pulses was counted at regular intervals but exceeded the specified value Number of stops: The number of vehicle speeds below several km / h The number of times the vehicle has been counted Running time: The number of vehicle speed pulses from the beginning of the vehicle speed pulse "0"
Time until recognition is recognized Stop time: The time when the number of vehicle speed pulses is continuously recognized as "0" (count number)

Then, using the above data as input parameters, fuzzy inference is performed according to the following rules to determine the running mode. Here, FIG. 7A is a membership function of the vehicle speed pulse number, FIG. 7B is a membership function of the number of times of steering, FIG. 7C is a membership function of the number of times of stop, and FIG. 7D is running. Membership function of time, Figure 7
(E) is the membership function of the stop time, and FIG. 7 (f) is the membership function of the running mode. Note that FIG.
The vertical axes in (a) to (f) show the degree of matching with the fuzzy rule. Then, as a result of the determination of the traveling mode, three states of stop, congestion, and normal are obtained.

The fuzzy rules can be expressed as follows. The rule is so-called IF, THEN (if
If) is expressed in the form of. R1. IF Vehicle speed pulse count = 0 AND Stop time = Large THEN Travel mode = Stop mode R2. IF Vehicle speed pulse number = 0 AND Stop count = Large AND Steering count = Small THEN Travel mode = Congestion mode R3. IF Vehicle speed pulse count = 0 AND Stop count = Large AND Steering count = Large THEN Travel mode = Normal mode R4. IF Vehicle speed pulse count = 0 AND Travel time = Large AND Stop count = Small THEN Travel mode = Normal mode R5. IF Vehicle speed pulse count = 0 AND Travel time = Small AND Stop count = Small THEN Travel mode = Traffic jam mode R6. IF Vehicle speed pulse number = Large THEN Travel mode = Normal mode

Here, some of the operations of the fuzzy rule will be described as an example. The fuzzy rule R1 is "if the vehicle speed pulse number is zero and the stopping time is long, it is judged that the vehicle is in the stopping mode. It means "." Further, the fuzzy rule R2 means "if the vehicle speed pulse number is zero, the number of stops is large, and the number of steering is small, it is determined that the traffic jam mode is set." The fuzzy rule R3 means "if the vehicle speed pulse number is zero, the number of stops is large, and the number of steering is large, it is determined that the normal mode is set."

Hereinafter, the same logic is used for the determination. In particular, when there is a traffic jam when the vehicle is running, the fuzzy rule R2 or R5 is adopted. Next, the flow chart showing the process of suspension control and the subroutine of the running mode determination process are the same as those in the first embodiment, and will be omitted.

As described above, in this embodiment, the input data of the fuzzy inference is different from that in the first embodiment, and the traveling mode such as the traffic jam or the stop of the vehicle is determined based on the vehicle speed and the steering angle (steering angle) of the steering wheel. It is determined and the damper constant is controlled.

Therefore, as in the case of the first embodiment, in the case of a stop or a traffic jam, the damper constant becomes hard and the stability of the vehicle is ensured while passing through a rough road at an extremely low speed. , The damper constant becomes soft and the riding comfort is improved, so that both the stability of the vehicle and the riding comfort can be achieved.

Also, in the second embodiment, similarly, a predetermined threshold value is used in determining the damper constant, and the posture state of the vehicle is compared with this threshold value to determine three levels (soft, medium, hard). ), The damper constant is adjusted, but if it is determined that the traffic is congested or stopped,
The determination threshold for squad, dive, etc. may be changed to a low value.

In this way, the damping force of the shock absorbers 21 to 24 is controlled to the hard side even if the posture is changed to some extent, and the stability of the vehicle can be further secured.
That is, by changing the threshold value for detecting the posture change due to acceleration / deceleration, it is possible to reduce the number of times of setting the damping force of the shock absorbers 21 to 24 by repeating the start and stop at the time of traffic jam, thereby extending the mechanical life. The advantage is that

[0053]

According to the present invention, when the vehicle is stopped or in a traffic jam, the damper constant becomes hard and the stability of the vehicle can be secured. On the other hand, the vehicle can pass on a rough road at an extremely low speed. In this case, the damper constant becomes soft and the riding comfort can be improved. That is, it is possible to achieve both the stability of the vehicle and the riding comfort depending on the situation.

If the judgment threshold value for squad, dive, etc. is changed to a low value when it is judged that the vehicle is in a traffic jam or stopped, the damper constant of the suspension is controlled to the hard side even if the posture is changed to some extent, and Further stability can be ensured. That is, by changing the threshold value for detecting the posture change due to acceleration / deceleration, it is possible to reduce the number of times the suspension damper constant is set due to repeated start and stop during congestion, and it is possible to extend the mechanical life. There are advantages.

[Brief description of drawings]

FIG. 1 is a first suspension control device for a vehicle according to the present invention.
It is a block diagram which shows the hardware constitutions of an Example.

FIG. 2 is a block diagram showing a processing function of a CPU of the embodiment.

FIG. 3 is a diagram showing an average vehicle speed, a stop switch on time, a stop switch on frequency, a maximum throttle depression amount, and a membership function of a traveling mode in the embodiment.

FIG. 4 is a flowchart showing a suspension control process of the embodiment.

FIG. 5 is a flowchart showing a detailed subroutine of a traveling mode determination process of the same embodiment.

FIG. 6 is a second suspension control device for a vehicle according to the present invention.
It is a block diagram which shows the hardware constitutions of an Example.

FIG. 7 is a diagram showing membership functions of a vehicle speed pulse number, a steering frequency, a stop frequency, a traveling time, a vehicle stopping time and a traveling mode in the embodiment.

[Explanation of symbols]

 1 Vehicle speed sensor (vehicle speed detecting means) 2 Steering angle sensor (steering angle detecting means) 3 Vertical G sensor 4 Stop switch (SW) (vehicle stop detecting means) 5 Accelerator opening sensor (throttle opening detecting means) 10 Control unit 11 Input interface (input I / F) circuit 12 CPU (damper control means, travel mode determination means) 13 Output interface (output I / F) circuit 21-24 shock absorber 31, 41 Travel mode determination block 32, 42 Control determination block

Claims (10)

[Claims] 1. A vehicle suspension control device for detecting a posture state of a vehicle, determining a damper constant of a suspension of each wheel by a damper control means based on the detection result, and detecting a vehicle speed in a suspension control device of a vehicle for adjusting the suspension. Vehicle speed detecting means, throttle opening detecting means for detecting throttle opening, vehicle stop detecting means for detecting stop of the vehicle, based on outputs of the vehicle speed detecting means, throttle opening detecting means and vehicle stop detecting means A fuzzy inference is performed in accordance with a predetermined fuzzy inference rule, and a driving mode determining unit that determines at least one traveling mode during congestion or stop of the vehicle is provided, and the damper control unit is configured to operate by the traveling mode determining unit. Determine the damper constant of the suspension of each wheel based on the judged driving mode Suspension control apparatus for a vehicle, characterized by being configured to. 2. The damper control means controls the damper constant of the suspension of each wheel to the hard side when the traveling mode determination means determines that the vehicle is congested.
The suspension control device for a vehicle according to claim 1, wherein the damper constant is controlled to a soft side in other extremely low speed traveling states. 3. The damper control means controls the damper constant of the suspension of each wheel to the hardware side when the running mode determination means determines that the vehicle is stopped,
The suspension control device for a vehicle according to claim 1, wherein the damper constant is controlled to a soft side in other extremely low speed traveling states. 4. The damper control means, when the traveling mode determination means determines that the vehicle is congested, sets a lower threshold value on the hardware side that determines the damper constant of the suspension of each wheel. The vehicle suspension control device according to claim 1, wherein the suspension control device is a vehicle suspension control device. 5. The damper control means, when the traveling mode determination means determines that the vehicle is stopped, sets a lower threshold value on the hardware side that determines the damper constant of the suspension of each wheel. The vehicle suspension control device according to claim 1, wherein the suspension control device is a vehicle suspension control device. 6. A vehicle suspension control device for detecting a posture state of a vehicle, determining a damper constant of a suspension of each wheel by a damper control means based on the detection result, and detecting a vehicle speed in a suspension control device of the vehicle for adjusting the suspension. Vehicle speed detecting means, rudder angle detecting means for detecting the rotation angle of the steering wheel, fuzzy inference according to a predetermined fuzzy inference rule based on the outputs of the vehicle speed detecting means and the rudder angle detecting means, and the vehicle is congested or stopped. At least one of
And a driving mode determination means for determining one or more driving modes, wherein the damper control means is configured to determine the damper constant of the suspension of each wheel based on the driving mode determined by the driving mode determination means. A vehicle suspension control device characterized by: 7. The damper control means controls the damper constant of the suspension of each wheel to the hardware side when the traveling mode determination means determines that the vehicle is in a traffic jam,
7. The suspension control device for a vehicle according to claim 6, wherein the damper constant is controlled to a soft side in other extremely low speed traveling states. 8. The damper control means controls the damper constant of the suspension of each wheel to the hardware side when the traveling mode determination means determines that the vehicle is stopped,
7. The suspension control device for a vehicle according to claim 6, wherein the damper constant is controlled to a soft side in other extremely low speed traveling states. 9. The damper control means, when the traveling mode determination means determines that the vehicle is in a traffic jam, sets a lower threshold value on the hardware side that determines the damper constant of the suspension of each wheel. The suspension control device for a vehicle according to claim 6, which is characterized in that. 10. The damper control means, when the running mode determination means determines that the vehicle is stopped, sets a lower threshold value on the hardware side that determines the damper constant of the suspension of each wheel. The suspension control device for a vehicle according to claim 6, which is characterized in that.