JPS6361619A - Method for controlling suspension - Google Patents

Abstract

PURPOSE:To restrict an abrupt change in the posture of a vehicle at the completion of the turning, by driving the suspension device of the vehicle in such a manner that the rolling rigidity of the vehicle is lowered when the turning is completed and that the damping force is lowered after a predetermined period of time has elapsed. CONSTITUTION:When detection signals are input into a control device 20 from a vehicle speed sensor 18, a steering angle sensor 19, and a lateral acceleration sensor 28, the control device 20 judges from these input signals that the turning motion is completed. Then, the control device 20 puts synchronized actuators 5 and 9 in a movable state for a predetermined period of time, thereby lowering the rolling rigidity. In addition, after a predetermined period time has elapsed, the control device 20 drives or controls damping force changing actuators 14-17 so that the damping force of shock absorbers 10-13 is lowered. With this constitution, an abrupt change in the posture of the vehicle at the completion of the turning motion can be restricted.

Description

DETAILED DESCRIPTION OF THE INVENTION OBJECTS OF THE INVENTION [Field of Industrial Application] The present invention relates to a suspension control method that is effective in suppressing changes in vehicle attitude after the vehicle has finished turning.

[Prior Art] When a vehicle turns, rolling occurs due to the action of centrifugal force. In this case, as the roll angle increases, the camber angle also changes, resulting in an increase in canvas thrust and a decrease in maneuverability and stability. Therefore, in order to maintain the turning state, it is necessary to perform corrective steering frequently. In order to suppress such rolling and improve maneuverability and stability, it is conceivable to set the spring constant of the suspension high, for example. However, in this case, shocking images such as when driving on a rough road are not absorbed, and the ride comfort deteriorates. Therefore, a vehicle is provided with a stabilizer that acts as a spring and generates a restoring force only when the suspension positions of the left and right wheels are different, in order to suppress rolling.

However, even if the vehicle is not rolling, for example, if one of the left and right wheels rides on a bump on the road surface, there will be a difference in the suspension position of the left and right wheels, so the stabilizer will generate torsional elastic force and act as a spring. It works. For this reason, the ride comfort deteriorates in the same way as when the spring constant of the suspension is set high. As a countermeasure against such defects, for example, a ``vehicle stabilizer mounting device'' (Japanese Patent Application Laid-open No. 131024/1983) has been proposed. That is, a hydraulic piston having a predetermined stroke is interposed between the arm that holds the left and right wheels and the attachment part at one end of the stabilizer, and when the vehicle is normally traveling straight, the hydraulic piston is in a movable state and the stabilizer is not activated. This is a technology that uses a stabilizer to keep the hydraulic piston in a fixed state only when turning by sensing centrifugal force.

Problems to be Solved by the Invention] This conventional technology has the following problems. In other words, (1) When detecting the turning state of the vehicle using centrifugal force and fixing the hydraulic piston, for example, due to control delays caused by road surface undulations or actuator responsiveness, The hydraulic piston is often left in a fixed state when the wheel is in a suspension position different from the suspension position of the wheel. At this time, the stabilizer applies a torsional elastic force that causes a difference in the suspension position of the left and right wheels, so even when transitioning to straight-ahead driving after the end of a turning state, while the stabilizer is acting, the vehicle rolls by a roll angle corresponding to the torsional elastic force. is inclined. Therefore, when the hydraulic piston is brought into a movable state after the end of the turning state, the vehicle will roll again due to so-called rocking back in the process of transitioning from the above-mentioned tilted state to the zero roll angle state. As mentioned above, the rolling of the vehicle caused by rolling back due to changes in the roll rigidity reduction after the end of a turning state causes uncomfortable imaging for the occupants, deteriorating the ride comfort, and depending on the degree, it may affect the maneuverability of the vehicle. There was a problem that stability also decreased.

(2) Additionally, rolling cannot be suppressed sufficiently if the timing to start the control that changes the suspension characteristics such as roll stiffness to a softer side after the end of the turning state is not appropriate. There was also the problem that there was no one.

To determine when the turning state ends, the roll angle, roll speed,
Although it is preferable to detect roll acceleration and the like, it is difficult to detect each of the above values. Therefore, for example, it has been considered to determine the end of the turning state based on the steering angle and vehicle speed. However, since the phase delay of rolling with respect to the steering angle is large, rolling often continues even when the steering angle becomes zero. Therefore, if the end of the turning state is determined based on the steering angle and vehicle speed and the suspension characteristics are changed to a softer side, the convergence of the ongoing rolling will be delayed, resulting in a decrease in ride comfort, maneuverability, and stability. This causes a problem.

SUMMARY OF THE INVENTION An object of the present invention is to provide a suspension control method that suitably suppresses sudden changes in the vehicle posture after the vehicle ends in a turning state.

Structure of the Invention [Means for Solving the Problems] The present invention, which has been made to solve the above problems, changes the suspension characteristics of the vehicle according to the turning state of the vehicle, as illustrated in FIG. In the suspension control method, after the turning state ends (Sl), the roll stiffness of the vehicle is changed to a lower side (S2), and further, after a predetermined delay time has elapsed from the time of the change (S3), the damping force of the vehicle is increased. The gist of this is a suspension control method characterized by changing the suspension to a lower side (S4).

Changing the suspension characteristics of the vehicle according to the turning state of the vehicle means, for example, when the vehicle enters a turning state that causes large rolling, the spring constant, roll stiffness, damping force, etc. of the suspension may be set to a higher side. It's about changing.

The term "after the turning state has ended" can be determined based on various quantities such as the roll angle of the vehicle, the acceleration in the vehicle width direction, the steering angle, and the vehicle speed.

Changing the roll rigidity to a lower side can be realized, for example, by switching from a state in which the stabilizer is activated to a state in which it is not activated.

After the predetermined delay time has passed, for example, it means after the time has elapsed until the rolling of the vehicle has sufficiently subsided.

Changing the damping force to a lower side can be achieved by, for example, changing the diameter of the orifice through which the hydraulic oil of the shock absorber flows from a small diameter to a large diameter, reducing the squeezing resistance of the hydraulic oil and lowering the damping force. .

The above-described control can be realized by, for example, a discrete logic circuit. Alternatively, for example, a logical operation circuit configured with a well-known CPU, ROM, RAM, and other peripheral circuit elements may be realized by executing a predetermined processing procedure.

[Operation] As illustrated in FIG. 1, in the suspension control method of the present invention, after the turning state ends (Sl), the roll stiffness of the vehicle is changed to a lower side (S2>), and roughly speaking, from the time of the change, the roll stiffness of the vehicle is changed to a lower side. After the delay time has elapsed (S3), the damping force of the vehicle is changed to a lower level (S4).

That is, the rolling that continues even after the end of the turning state or the oscillation caused by a change in roll stiffness reduction is brought to an end by maintaining the damping force without reducing it for a predetermined delay time.

Therefore, the suspension control method of the present invention works to suppress sudden changes in the vehicle attitude after the turning state ends. The technical problems of the present invention are solved by the effects of the present invention as described above.

[Example] Next, a preferred example of the present invention will be described in detail based on the drawings. FIG. 2 shows a system configuration of a suspension control device to which the method of the present invention is applied.

As shown in FIG. 2, the suspension control device 1 includes a connecting actuator 5. A connecting actuator 9 is interposed between the left attachment part of the rear stabilizer bar 6 and the lower arm 8 of the left rear wheel 7, and a shock absorber is disposed between the unsprung members of the left and right front and rear wheels and the vehicle body. '10.11, 12, 13, damping force changing actuator 14, 15, 16, 1 that changes the damping force of the shock absorber 10, 11, 12.13
7. A vehicle speed sensor 18 that detects vehicle speed, a steering angle sensor 19 that detects an absolute steering angle based on the straight-ahead position, and an electronic control unit (hereinafter simply referred to as ECU) that controls these.
It consists of 20. Furthermore, there is a stabilizer link 24 between the right attachment part of the front stabilizer bar 2 and the lower arm 23 of the right front wheel 22, and a connection between the right attachment part of the rear stabilizer bar 6 and the right rear wheel 25.
The stabilizer link 27 is between the lower arm 26 of
are connected to each other by Further, a vehicle width direction acceleration sensor 28 is also disposed near the vehicle center of gravity.

Since the configurations of the connecting actuators 5 and 9 are similar, the connecting actuator 5 will be explained by taking FIG. 3 as an example.

As shown in FIG. 3, the connecting actuator 5 includes a cylinder 33 filled with hydraulic oil, a seal member 34 that oil-tightly seals the upper opening of the cylinder 33, and a seal member 34 that is fitted into the cylinder 33 so as to be openable. a piston 35 that is combined with the piston 35, a piston rod 36 fixed to the piston 35, and the piston 3
Upper chamber 37 and lower chamber 38 of cylinder 33 divided by 5
, a hydraulic circuit 39 connecting the port 37a of the upper chamber 37 and the boat 38a of the lower chamber 38, and the hydraulic circuit 3
It is composed of a switching valve 40 and an accumulator 41, which are interposed in the valve 9.

The bottom of the cylinder 33 of the connecting actuator 5 is fixed to the lower arm 4 via a bush 42 . on the other hand,
The upper end of the piston rod 36 of the connecting actuator 5 is connected to a mounting portion of the stabilizer bar 2 via a bush 43.

The connected actuator 5 configured as described above operates as follows when the ECU 20 outputs a control signal for energizing or de-energizing the switching valve 40, which is a three-point/two-position solenoid valve. That is, in the case of de-energization, the switching valve 40 is in the position shown in FIG. Therefore, the upper v37 and lower chamber 38 of the cylinder 33 of the coupling actuator 5 are in communication, and the change in volume within the cylinder 33 due to the sliding of the piston 35 is corrected by the accumulator 41. Therefore, the piston 35 is slidable in the direction of the arrow and in the direction of the arrow B in the figure, and the distance between the mounting portion of the stabilizer bar 2 and the lower arm 4 is variable. This results in
The stabilizer bar 2 is in a state where it does not supply torsional elastic force to the lower arm 4 and does not function as a stabilizer.

On the other hand, when the switching valve 40 is energized by the ECU 20, the switching valve 40 is switched to the right position shown in FIG. Therefore, the upper chamber 37 and the upper lift 38 of the cylinder 33 of the coupling actuator 5 are in a blocked state. Therefore, the piston 35 becomes immobile, and the stabilizer bar 2
The distance between the mounting portion of the lower arm 4 and the lower arm 4 is fixed at a predetermined distance.

Thereby, the stabilizer bar 2 is in a state where it can supply torsional elastic force to the lower arm 4, and acts as a stabilizer.

Next, since the structures of the shock absorbers 'to, 11, 12, and 13 are all the same, the shock absorber 10 will be explained as an example. The shock absorber 10 is shown in FIG.
As shown in the figure, the outer cylinder 50 has a hollow screw rod 51 and a piston 52 slidably fitted in the outer cylinder 50. A control rod 53 is loosely fitted inside the piston rod 51, and the control rod 53 is supported by a guide 53a fixed to the piston rod 51. The control rod 53 is rotated by a damping force changing actuator 14, which will be described later, to drive a rotary valve 54 fixed to the control rod 53, thereby opening and closing the orifice 55. The plate valves 56,57 are connected to the piston 5 by nuts 58,59, respectively.
It is fixed at 2.

The piston rod 51 and the control rod 53 are the fourth
If the positional relationship is as shown in Figure (B>), that is,
When the control rod 53 is at a position making an angle of 90' with respect to the front direction indicated by the arrow F, the orifice 55 shown above is in a communicating state. Also, on the line side, as shown in Figure 4 (A>), the plate valve 56 opens and the passage 60a communicates with it.On the other hand, on the extension side, as shown in Figure 4 (C), the plate valve 57 opens and the passage 60a communicates with the passage. 60b communicates with each other.Therefore, hydraulic oil flows through both the orifice 55 and the passage 60a on the line side as shown by the arrow U in Figure 4(A), and on the extension side as shown by the arrow U in Figure 4(C). As shown in (2), the damping force of the shock absorber 10 is set to a small value because the hydraulic fluid flows through both the orifice 55 and the passage 60b, and the throttling resistance of the hydraulic fluid is small.

On the other hand, when the piston rod 51 and the control rod 53 are in the positional relationship as shown in FIG. , the orifice 55 described above is in a blocked state.Therefore, the hydraulic oil flows only through the passage 60a as shown by the arrow U in Fig. 5 (A) on the line side, and as shown in Fig. 5 (C) on the extension side. The damping force of the shock absorber 10 is set to a large value because the hydraulic oil flows only through the passage 6ob as shown by the arrow V and the throttling resistance of the hydraulic oil is large.

Since the structures of the damping force changing actuators 14, 15, 16 and 17 are also completely the same, the damping force changing actuator 14 will be explained as an example with reference to FIG. The damping force changing actuator 14 includes a DC motor 70, a pinion gear 71 attached to the DC motor 70, and the pinion gear 71.
A sector gear 72 is provided which meshes with the sector gear 72. The aforementioned control rod 53 is fixed to the center of the sector gear 72. When the DC motor 70 rotates forward or reverse under the drive control of the ECU 4, which will be described later, the control rod 53
is rotated forward and backward to open and close the orifice 55 described above, thereby changing the damping force of the shock absorber 10. In addition,
A lever 74 is provided on the center shaft 73 of the sector gear 72, and a stopper 75 is provided at a 90° angle with each other.
76 limits the rotation of the control rod 53 to within 90'.

The above E(, U3O is the CPU2
0a, ROIv 120b, and RAM 20C as a logic operation circuit, and is connected to the input/output section 20e via a common bus 20d, and receives signals from each sensor 18, 19, and 28, and connects actuators 5, 9 and damping force. Controls change actuators 14, 15, 16, 17.

Next, suspension control processing executed by the ECU 20 will be explained based on the flowchart of FIG. 8. This suspension control process is repeatedly executed at predetermined time intervals as the ECU 20 is activated. First step 100
Then, initialization processing is performed. In the following step 105, a process is performed in which the steering angle δ and vehicle speed V are input from each of the above-mentioned sensors. Next, the process proceeds to step 110, in which it is determined whether or not suspension control start conditions are met. That is, it is determined whether the steering angle δ and the vehicle speed V are included in the control start region X (shaded area) on the steering state map shown in FIG. 9, and if the determination is affirmative, the process proceeds to step 115. On the other hand, if the determination is negative, the process proceeds to step 130. In step 115, which is executed when the steering angle δ and the vehicle speed V are within the control start region X, the shock absorber 10°11 is assumed to cause large rolling of the vehicle.
．． A driving signal for changing the damping force of 12.13 to the higher side is output to the damping force changing actuators 14, 15° 16.17, and the connecting actuator 5, 16.17 acts on the stabilizer to change the roll rigidity to the higher side. A process is performed to output a control signal to excite the circuit 9 and set it in a fixed state. Next, the process proceeds to step 120, in which the flag F2 is set to the value 1 in accordance with the change in roll rigidity to the higher side in step 115.

In the following step 125, the timer T1 is reset to the value O, and then the process returns to step 105.

On the other hand, as described above, after changing the damping force and roll rigidity to a higher side, the step 110 is performed via the step 105 described above.
If it is determined that the control start condition is not satisfied, the process proceeds to step 130. In step 130, it is determined whether suspension control termination conditions are met. That is, whether the steering angle δ and the vehicle speed V are included in the control end area Y (shaded area) on the steering state map shown in FIG.
If the determination is affirmative, the process proceeds to step 135, and if the determination is negative, the process proceeds to step 165. In addition, the control end area Y on the maneuvering state map in FIG. 10,
Control start area 1t1 on the maneuvering state map in FIG. 9 already mentioned
．． A dead zone extending over a predetermined region (between the solid line and the broken line) is provided between the X and X.

In step 135, which is executed when the steering angle δ and the vehicle speed ■ are within the control end region Y, it is determined whether the flag F2 is set to the value 1, and if the determination is affirmative, the process proceeds to step 140. , On the other hand, if the determination is negative, the process proceeds to step 150. In step 140, which is executed when it is determined that the damping force and roll stiffness have been changed to a higher side and the rolling of the vehicle has been reduced, a control signal is output to de-energize the connected actuators 5 and 9 and put them in a movable state. Processing is performed. Through the process of step 140, the stabilizer is no longer activated and the roll rigidity is changed to the lower side. In the following step 145, the flag F2 is reset to the value O in accordance with the change in roll rigidity to the lower side in step 140. Next, the process proceeds to step 150, where time counting processing is performed in which 1 shift 1 is added to 1 shift of timer 1. In the following step 155, it is determined whether the time value of the timer T1 exceeds the delay time TC. If the measured value of the timer T1 is equal to or less than the delay time TC, it is assumed that the change in the vehicle attitude due to the decrease in roll rigidity continues, and step 105 is performed.
Return to On the other hand, if the measured value of the timer T1 exceeds the delay time TC, it is assumed that the change in vehicle posture due to the decrease in roll rigidity has converged, and the process proceeds to step 160. In step 160, the shock absorbers 10, 11, 12 .
Processing is performed to output a drive signal for changing the damping force 13 to the lower side to the damping force changing actuators 14, 15, 16, and 17. Thereafter, the process returns to step 105 via the previously described step 125.

Note that if it is determined in step 130 that the control termination condition is not satisfied, the process proceeds to step 165. In step 165, it is determined whether or not time is being counted by the timer T1. If not, it is assumed that suspension control is not being performed, and the process returns to step 105 via step 125. On the other hand, when the timer T1 is measuring time, it is assumed that the suspension is being controlled, and the process proceeds to step 135 described above. In this case, since the roll rigidity has been changed to the lower side, the value of the flag F2 is O, so the process proceeds from step 135 to step 150, which has been described above, and the timer T1 continues to measure time. In this way, when you first change the damping force and roll stiffness to the high side and then change the roll stiffness to the low side,
Even if the control state does not satisfy the control end condition, the timer 1 continues to measure time unless the control start condition is met, and the damping force is changed to the lower side after the delay time TO has elapsed. Thereafter, this suspension control process will be performed in step 100 above.
Repeat steps 165 to 165.

Next, an example of the above control will be explained with reference to the timing charts of FIGS. 11 and 12.

If sudden steering is performed, as shown in Figure 11,
The steering angle rapidly increases and reaches the angle δ1 at time T1, and the steering state shifts to the control start region X shown in FIG. 9, so the damping force and roll rigidity are changed to higher sides (steps 105 and 110 .115>.In this case, if the roll stiffness is set to a low side, the roll angle will increase as shown by the broken line in the figure with the above steering.However, as described above, if the roll stiffness is set to a high side, the roll angle will increase as shown by the broken line in the figure. Since I changed it to the side,
The roll angle is reduced as shown by the solid line in the figure.

Eventually, the steering angle decreases as the steering is reversed, reaching the angle δ1 at time T2, and the steering state leaves the control start region X shown in FIG. 9. Time T after rough delay time tr has elapsed
3, the steering angle decreases to angle δ2, and the steering state shifts to the control end region Y shown in FIG. 10 (step 10).
5,110. '130). Therefore, at the same time T3, the roll rigidity is changed to the lower side (step 140).
. Also, a time T4 after a delay time TO has elapsed from the time T3.
The damping force is changed to the lower side (step 150).
, 155, 160>. In this case, if the roll stiffness and damping force are simultaneously changed to a lower side immediately after the suspension control termination condition is satisfied at time T3, the roll angle changes greatly as shown by the dashed line in the same figure, and rolling continues. . However, as mentioned above, the time T3
Since the damping force is maintained on the high side until time T4 after the delay time TC has elapsed, the roll angle quickly decreases as shown by the solid line in the figure, and the rolling converges.

Next, the case of turning on a road surface with large ups and downs will be explained in the 12th section.
This will be explained according to the diagram. The steering angle increases and reaches the angle δ11 at time T11, and the control start condition is satisfied, so
The damping force and roll stiffness are changed to higher side (step '105..110,115). At this time, the suspension positions of the left and right wheels are different due to the unevenness of the road surface, and the roll angle ε
In the state where this occurs, the connecting actuators 5 and 9 are in a fixed state to realize the stabilizing effect. Eventually, the steering angle decreases with the steering reversal, and reaches the angle δ11 at time T12, and the control start condition is no longer satisfied. moreover,
At time T13 after the delay time TR has elapsed, the steering angle decreases to angle δ12, and the control termination condition is satisfied. Therefore, at the same time T13, the connecting actuators 5 and 9 are put into a movable state and the roll rigidity is changed to the lower side.
40), the damping force is changed to the lower side at time T14 after the delay time TC has elapsed (steps 150, 155°16).
0). In this case, if the damping force and the roll stiffness are simultaneously reduced at the time T13, as described above, when the roll angle ε is tilted, the connected actuators 5 and 9 are fixed, so that oscillation occurs and the roll angle changes as shown by the dash-dotted line in the figure, causing new rolling. However, as shown in (above), the damping force is changed to the delay time TO
Since it is maintained on the high side throughout, the above-mentioned rocking back is suppressed, the roll angle quickly decreases as shown by the solid line in the same figure, and the new rolling also converges.

As explained above, in this embodiment, the steering angle δ and the vehicle speed V
When the maneuvering state determined according to the above satisfies the control start condition, both the damping force and roll stiffness are changed to the higher side, and when the above maneuvering state satisfies the control end condition, the roll stiffness is first changed to the lower side. However, the damping force is changed to the lower side roughly after the delay time TC has elapsed. For this reason, since the delay time Te3 is provided between the roll stiffness reduction change and the damping force reduction change, it is possible to suppress the swinging caused by the roll stiffness reduction change.

In addition, a dead zone is provided between the control start condition and the control end condition, and the timing of changing the roll stiffness reduction is delayed by the delay time, so there is a phase lag with respect to the decrease in steering angle and vehicle speed. It is possible to exhibit effective roll rigidity against rolling, and it is possible to quickly converge rolling.

In this way, after the end of the turning state, the roll stiffness is reduced after a delay time that takes into account the duration of rolling due to the turning, and furthermore, the roll stiffness is changed in consideration of the occurrence of swaying due to the reduction in roll stiffness. Since the damping force is decreased after the delay time set as lapsed, the roll rigidity and the damping force can be decreased at an optimal time.

Further, when the control start condition is satisfied, the damping force and the roll stiffness are simultaneously changed to the higher side, so that it is possible to lower the common rolling frequency and reduce the roll angle associated with cornering.

As a result of the above-mentioned effects, it is possible to suppress changes in posture at the end of a vehicle turn, such as when changing driving lanes or when running a slalom, and it is possible to improve ride comfort, maneuverability, and stability of the vehicle.

In this embodiment, the delay time is set by measuring the timer T1 in the suspension control process. However, it is also possible to set the delay time according to a maneuver state map as shown in FIG. 13, for example. In other words, as shown in the figure, when the driving state based on the steering angle δ and vehicle speed ■ exceeds the damping force and roll stiffness control start boundary line (solid line) in the direction of arrow P, both the damping force and roll stiffness are set to the high side. and on the other hand, roll stiffness control end boundary (
-When the boundary line (dashed line) is crossed in the direction of arrow Q, the roll stiffness is changed to the lower side, and when the damping force control end boundary line (broken line) is crossed in the direction of the arrow R, the damping force is changed to the lower side. I will configure it. Even when configured in this way, the same effects as in this embodiment can be achieved.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments in any way, and it goes without saying that it can be implemented in various forms without departing from the gist of the present invention. be.

Effects of the Invention As detailed above, the suspension control method of the present invention changes the roll stiffness of the vehicle to a lower side after the end of the turning state, and roughly speaking, after a predetermined delay time has elapsed from the time of the change, reduces the damping force. Configured to change to the lower side. For this reason, the rolling that continues even after the turning state ends and the oscillation caused by a decrease in roll rigidity are brought to an end by delaying the decrease in damping force until after a predetermined delay time has elapsed.
This has the excellent effect of suppressing a sudden change in the vehicle attitude after the turning state ends.

In addition, after the turning state ends, the roll stiffness is first lowered, and after a predetermined delay time, the damping force is reduced, so the control that changes the suspension characteristics to a softer side as the turning state ends is controlled to reduce the rolling of the vehicle. It can be executed at an appropriate time depending on the convergence.

In summary, the above effects make it possible to achieve both good ride comfort and high levels of maneuverability and stability in driving conditions that involve turning, such as when changing lanes or running in a slalom.

[Brief explanation of the drawing]

Fig. 1 is a basic configuration diagram illustrating the contents of the present invention, Fig. 2 is a system configuration diagram of an embodiment of the present invention, Fig. 3 is an explanatory diagram of the connected actuator, and Fig. 4 (A>, ( B)
, (C) and FIG. 5(A). (B) and (C) are also explanatory diagrams of the shock absorber, FIG. 6 is a perspective view of the damping force changing actuator, and FIG. 7 is a block diagram for explaining the configuration of the electronic control device. 8 is a flowchart showing the same control, FIGS. 9 and 10 are graphs showing the control state map, FIGS. 11 and 12 are timing charts showing the control, and FIG.
The figure is a graph showing a control state map of another embodiment. 1... Suspension control device 2.6... Stabilizer bar 5.9... Connected actuator 10.11, 12.13... Shock absorber 14
．． 15, 16.17 ... Damping force change actuator 18 ... Vehicle speed sensor 19 ... Steering angle sensor 20 ... Electronic control table @ (ECU) 20 a-CP U

Claims (1)

[Scope of Claims] 1. A suspension control method for changing the suspension characteristics of a vehicle according to a turning state of the vehicle, wherein after the turning state ends, the roll stiffness of the vehicle is changed to a lower side, and further,
A suspension control method characterized in that the damping force of the vehicle is changed to a lower side after a predetermined delay time has elapsed from the time of the change.