Engine roll control system

Abstract

The system controls engine roll during vehicle acceleration and deceleration to improve drivability. [Solution] An engine roll control system comprising: a first mounting device MD1, a second mounting device MD2, or a roll rod RL that elastically supports the drive system including the engine 3 to the frame member of the vehicle 1 and has adjustable elastic hardness; and a control device 11 that controls the elastic hardness of the elastic member in accordance with changes in the acceleration of the vehicle 1.

Description

[Technical Field]

[0001] This invention relates to an engine roll control system. [Background technology]

[0002] The engine mounted in a vehicle is generally supported by engine mounts provided on the skeletal members, namely the side frames in monocoque or ladder frame structures. Since such engine mounts play a role in vibration damping and isolation in addition to supporting the weight of the engine, configurations that absorb vibrations using, for example, vibration-damping rubber or air springs have been proposed. Furthermore, as in the prior art described in Patent Document 1, for example, there are also known active control mounts (ACMs) that actively dampen engine vibrations by controlling an actuator built into the engine mount in the opposite phase to the engine vibration. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2017-214961 [Overview of the Initiative] [Problems that the invention aims to solve]

[0004] However, while conventional technologies as described above can dampen engine vibrations, they cannot cope with engine roll, which is caused by the engine itself being a heavy object that oscillates due to the vehicle's driving conditions. This can worsen drivability, especially during acceleration and deceleration.

[0005] This invention has been made in view of these problems, and its objective is to provide an engine roll control system that can improve drivability by controlling engine roll during acceleration and deceleration of a vehicle. [Means for solving the problem]

[0006] To achieve the above objective, the engine roll control system of the present invention is an engine roll control system comprising: an elastic member that elastically supports the drive system including the engine to a vehicle frame member and whose elastic hardness can be adjusted; and a control device that controls the elastic hardness of the elastic member in accordance with changes in the acceleration of the vehicle. [Effects of the Invention]

[0007] The engine roll control system supports the drivetrain to the vehicle's frame using an elastic member with adjustable elastic hardness, and adjusts the elastic hardness of the elastic member according to the acceleration so that engine roll caused by changes in the vehicle's acceleration can be controlled according to the vehicle's driving conditions. Therefore, the engine roll control system of the present invention can improve drivability by controlling engine roll during vehicle acceleration and deceleration. [Brief explanation of the drawing]

[0008] [Figure 1] This is a block diagram showing the main components of the vehicle related to this disclosure. [Figure 2] This is a schematic perspective view showing the mounting configuration of the drivetrain, including the engine. [Figure 3] This is a conceptual diagram illustrating the control procedure for engine roll. [Figure 4] This diagram illustrates the changes in engine roll and elastic stiffness when the vehicle accelerates in series driving mode. [Figure 5] This diagram illustrates the changes in engine roll and elastic stiffness when a vehicle accelerates in parallel driving mode. [Figure 6] This diagram illustrates the changes in engine roll and elastic stiffness when the vehicle decelerates in series driving mode. [Figure 7] This diagram illustrates the changes in engine roll and elastic stiffness when a vehicle decelerates in parallel driving mode.

Best Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments will be described in detail with reference to the drawings. Note that the present disclosure is not limited to the content described below, and can be arbitrarily modified and implemented without changing the gist thereof. Also, the drawings used in the description of the embodiments schematically show the constituent members, and partial emphasis, enlargement, reduction, or omission is performed to deepen understanding, and the scale, shape, etc. of the constituent members may not accurately represent the actual situation.

[0010] FIG. 1 is a block diagram showing the main configuration of a vehicle 1 according to the present disclosure. The vehicle 1 travels by driving wheels W by at least one of a traveling motor 2 (electric motor) and an engine 3 (internal combustion engine), and is a hybrid type electric vehicle (HEV) that can switch between series running and parallel running according to the traveling state as described later. Note that the vehicle 1 may be a plug-in hybrid vehicle (PHEV) that can be charged from the outside and supply power to the outside, or may be an engine vehicle that does not include the traveling motor 2.

[0011] In addition to the above configuration, the vehicle 1 according to the present embodiment includes a transaxle 4, a generator 5, a battery 6, an inverter 7, an accelerator sensor 8, a brake sensor 9, a vehicle speed sensor 10, and a control device 11. The control device 11 includes an HV-ECU 12 and an engine ECU 13.

[0012] The traveling motor 2 is a traveling electric motor that can drive the wheels W via the transaxle 4 when power is supplied. Note that the traveling motor 2 may be a motor generator (electric generator) so that it can generate regenerative power during deceleration of the vehicle 1.

[0013] The engine 3 is an internal combustion engine that outputs power using fuel such as gasoline. The engine 3 may be equipped with a supercharger that increases the density of the intake air by utilizing the exhaust gas flow, as a so-called turbo engine. Also, in this embodiment, the engine 3 is assumed to be arranged at the front of the vehicle 1.

[0014] The transaxle 4 is a power transmission device that transmits power from the driving motor 2 and the engine 3 to the wheels W, and includes a transmission T / M (transmission, see FIG. 2) for changing the reduction ratio, a clutch for disconnecting and connecting the power from the engine 3 to the wheels W, and a differential gear (differential device) for distributing power to the left and right wheels W.

[0015] The generator 5 is a generator that can generate electricity by the power output from the engine 3, and controls the power generation amount within the output range of the engine 3 by controlling the power generation load.

[0016] The battery 6 is a power storage device composed of a lithium-ion battery or a nickel-hydrogen battery, and outputs the power necessary for driving the driving motor 2, and also supplies power to various electrical equipment (not shown) mounted on the vehicle 1.

[0017] The inverter 7 is a power conversion device that converts DC power and AC power, and can drive the driving motor 2 by supplying the power output from at least one of the generator 5 and the battery 6 to the driving motor 2. Also, the battery 6 can be charged by supplying the power output from the generator 5 to the battery 6. Further, when the driving motor 2 can perform regenerative power generation, the inverter 7 may charge the battery 6 with the generated power.

[0018] The accelerator sensor 8 is a so-called APS (accelerator position sensor) that detects the accelerator operation by the driver of the vehicle 1. The brake sensor 9 is a sensor that detects the brake operation by the driver of the vehicle 1. The vehicle speed sensor 10 is a sensor that detects the vehicle speed to determine the driving state of the vehicle 1. [[ID=]21]

[0019] The control device 11 is an electronic control unit (ECU) that performs overall control of the vehicle 1, and is composed of an input / output unit, a memory unit (ROM, RAM, non-volatile RAM, etc.), a central processing unit (CPU), and the like. The control device 11 performs integrated control of the entire vehicle by receiving status signals and transmitting control signals to various electrical equipment and auxiliary devices (not shown), in addition to the various components of the vehicle 1 shown in Figure 1.

[0020] More specifically, the HV-ECU12 receives vehicle information from, for example, the accelerator sensor 8, brake sensor 9, and vehicle speed sensor 10 to understand acceleration requests and driving conditions. Based on this information, it controls the drive motor 2, battery 6, and inverter 7, thereby managing power exchange via the inverter 7 and driving by the drive motor 2. In other words, the HV-ECU12 controls the output (rotational speed and / or torque) of the drive motor 2 by monitoring the State of Charge (SOC) of the battery 6 and managing the power supply to the drive motor 2 via the inverter 7.

[0021] Furthermore, the HV-ECU12 performs coordinated control with the engine by mutually sending and receiving control information with the engine ECU13, which is connected via vehicle communication such as CAN (Controller Area Network).

[0022] The engine ECU 13 controls the output (speed and / or torque) of engine 3, as well as the power generation load of generator 5. Furthermore, if engine 3 is equipped with a supercharger, the engine ECU 13 controls the boost pressure within the engine by adjusting the opening of the wastegate valve in the supercharger.

[0023] Vehicle 1, with the configuration described above, can selectively switch between multiple driving modes. For example, when Vehicle 1 starts moving, the engine 3 and generator 5 are stopped, and the HV-ECU 12 controls the driving motor 2 using the power of the battery 6, thereby selecting an EV driving mode that is highly energy-efficient at low speeds.

[0024] Furthermore, when driving with relatively low acceleration requirements, a series driving mode can be selected in which the power generated by the generator 5 using the power of the engine 3 is allocated to charging the battery 6 via the inverter, and the power from the battery 6 is used to drive and control the drive motor 2. The series driving mode is also a rear-wheel drive mode in which the drive motor 2 powers the rear wheels during driving and regenerative braking is performed on the drive motor 2 with the rear wheels during deceleration.

[0025] Furthermore, when driving with relatively high acceleration requirements, a parallel driving mode can be selected in which the engine 3's power is used for drive control by engaging the clutch in the transaxle 4, and the drive motor 2 is driven by the battery 6's power as needed to assist in driving. The parallel driving mode is a four-wheel drive mode in which the front wheels are driven by the engine 3 while the rear wheels are auxiliaryly driven by the drive motor 2, and when decelerating, the front wheels are braked by the engine 3 while the rear wheels are regeneratively braked by the drive motor 2. However, it is also a front-wheel drive mode in which the front wheels are driven by the engine 3.

[0026] Next, the engine roll control system of vehicle 1 will be described. Figure 2 is a schematic perspective view showing the mounting configuration of the drivetrain, including the engine 3. More specifically, Figure 2 is a perspective view from the left rear of the vehicle, showing how the integrally connected engine 3 and transmission T / M are supported by the vehicle's frame members (not shown). In Figure 2, the direction of the drivetrain is indicated by arrows showing the front / rear, left / right, and up / down directions of vehicle 1.

[0027] The engine 3 is supported by the vehicle body by a first bracket 20, which serves as a connecting member, with one end fixed to the right side of the front upper surface, and the other end of the first bracket 20, which extends in the vehicle width direction, being connected to a structural member (not shown) such as the right side frame via a first mounting device MD1. The transmission T / M is also supported by the vehicle body by a second bracket 21, which serves as a connecting member, with one end fixed to the left side of the front upper surface, and the other end of the second bracket 21, which extends in the vehicle width direction, being connected to a structural member (not shown) such as the left side frame via a second mounting device MD2. In other words, the first mounting device MD1 and the second mounting device MD2 support both ends of the drive system, including the engine 3 and the transmission T / M, in the vehicle width direction to the structural member at the front of the drive system.

[0028] Furthermore, in this embodiment, the drive system is supported at the front upper surface by the first mounting device MD1 and the second mounting device MD2, so the area near the bottom swings in the longitudinal direction of the vehicle due to the driving reaction force from the wheels W. Therefore, the engine 3 is configured to control this swinging by fixing one end of a third bracket 22 as a connecting member at the rear lower surface, and connecting the other end of the third bracket 22, which extends in the longitudinal direction of the vehicle, to a skeletal member (not shown), such as a cross member, via a roll rod RL.

[0029] In other words, the drive system in this embodiment is elastically supported to the vehicle's frame member (not shown) by elastic members including a first mounting device MD1, a second mounting device MD2, and a roll rod RL. Furthermore, each elastic member in this embodiment contains electromagnetic powder in an elastic element made of, for example, rubber material, and is configured to allow adjustment of its elastic hardness by an energizing mechanism or magnetization mechanism (not shown), and the elastic hardness of each is independently controlled by the control device 11 described above. Note that the elastic hardness of the elastic members may also be adjusted by other mechanisms; for example, if the elastic member includes a liquid chamber for shock absorption, the elastic hardness may be adjusted by changing the pressure inside the liquid chamber.

[0030] Vehicle 1 then uses an engine roll control system, which consists of these elastic members and the control device 11 that adjusts the elastic hardness of the elastic members, to control the engine roll of the engine 3 in accordance with the acceleration of Vehicle 1, thereby improving drivability during acceleration and deceleration.

[0031] Next, the procedure for the control device 11 to control engine roll will be described. Figure 3 is a conceptual diagram showing the engine roll control procedure. When the vehicle 1 is in motion, the control device 11 calculates an acceleration request for the vehicle 1 based on the sensor signals received from the accelerator sensor 8 and the brake sensor 9, and, as shown in S1, selects whether the driving mode of the vehicle 1 is the series driving mode or the parallel driving mode described above based on the acceleration request. In addition, when the vehicle 1 is in motion, the control device 11 obtains the vehicle speed of the vehicle 1 from the vehicle speed sensor 10, and calculates the acceleration of the vehicle 1 by differentiating the vehicle speed, as shown in S2.

[0032] Here, the memory unit Mem of the control device 11 stores in advance multiple maps representing the relationship between the acceleration of the vehicle 1 and the elastic hardness of the elastic member, in order to change the elastic hardness of the elastic member in a change pattern according to the driving mode, etc. One such map is prepared for each driving mode, acceleration / deceleration, and controlled object (MD1, MD2, or RL).

[0033] The control device 11 refers to a map according to the driving mode of the vehicle 1 and, as shown in S3, reads the elastic hardness of the elastic members corresponding to the acceleration of the vehicle 1 in the map, and adjusts the elastic hardness of the first mount device MD1, the second mount device MD2, and the roll rod RL, respectively. As a result, the control device 11 adjusts each elastic member to have an elastic hardness appropriate to the driving state of the vehicle 1 and controls the engine roll.

[0034] Next, we will explain the more specific engine roll control during acceleration and deceleration in each driving mode. Figure 4 shows the change patterns of engine roll and elastic stiffness when vehicle 1 accelerates in series driving mode.

[0035] In this case, the control device 11 temporarily hardens the elastic hardness of the roll rod RL to prevent the engine 3 from being violently shaken to the rear of the vehicle during the initial acceleration of the vehicle 1 (when acceleration is rising). As a result, the vehicle 1 can mitigate the impact associated with sudden engine roll and improve drivability during acceleration. However, during acceleration in series driving mode, the vibration of the engine 3 increases with the increase in engine speed or load, so the control device 11 softens the elastic hardness of the first mount device MD1 and the second mount device MD2 during the initial acceleration of the vehicle 1 to suppress the transmission of such vibrations to the vehicle body.

[0036] Furthermore, the control device 11 softens the elastic stiffness of the roll rod RL during the mid-stage of vehicle 1's acceleration (when acceleration is stable), thereby allowing a gentle roll of the engine 3 toward the rear of the vehicle, and the vehicle's center of gravity C G Moves the rear of the vehicle. This causes vehicle 1 to have rear wheels W in rear-wheel drive mode. R This increases traction and allows for stable driving.

[0037] Furthermore, during the later stages of acceleration of the vehicle 1 (when acceleration decreases), the control device 11 hardens the elastic hardness of the roll rod RL again, gradually returning the roll angle of the engine 3 to its pre-acceleration state, thereby mitigating the shock associated with the sudden return of engine roll. At this time, the control device 11 softens the elastic hardness of the first mount device MD1 and the second mount device MD2, similar to the initial stages of acceleration of the vehicle 1, to suppress the transmission of engine vibrations to the vehicle body.

[0038] Figure 5 shows the change patterns of engine roll and elastic stiffness when vehicle 1 accelerates in parallel driving mode.

[0039] In this case as well, the control device 11 hardens the elastic hardness of the roll rod RL to prevent the engine 3 from being violently shaken to the rear of the vehicle during the initial stages of acceleration of the vehicle 1. As a result, the vehicle 1 can mitigate the impact associated with sudden engine roll and improve drivability during acceleration. Furthermore, even during acceleration in parallel driving mode, the vibration of the engine 3 increases as the rotational speed of the engine 3 increases, so the control device 11 softens the elastic hardness of the first mount device MD1 and the second mount device MD2 during the initial stages of acceleration of the vehicle 1 to suppress the transmission of such vibrations to the vehicle body.

[0040] Furthermore, during the mid-stage of acceleration in parallel driving mode, the control device 11 continues to suppress engine roll by maintaining the elastic hardness of the roll rod RL, which was hardened in the initial stage of acceleration, thereby controlling the vehicle's center of gravity C G This suppresses the movement of the front wheel W of the vehicle to the rear. F Driven by engine 3, rear wheels W R Even in the front-wheel drive mode during high-speed driving, where the drive motor 2 provides auxiliary drive, stable driving is possible by balancing the load on all four wheels.

[0041] Furthermore, since engine roll itself is suppressed, the control device 11 gradually softens the elastic hardness of the roll rod RL during the later stages of acceleration of the vehicle 1. On the other hand, in order to suppress engine vibration under high load and high rotation conditions in parallel driving mode, the control device 11 maintains the softened elastic hardness of the first mount device MD1 and the second mount device MD2.

[0042] Figure 6 shows the change patterns of engine roll and elastic stiffness when vehicle 1 decelerates in series driving mode.

[0043] In this case, in order to prevent the engine 3 from swinging suddenly forward in the vehicle 1 at the initial stage of deceleration (when the acceleration is dropping), the control device 11 hardens the elastic hardness of the roll rod RL. Thereby, the impact associated with the sudden engine roll of the vehicle 1 is mitigated, and the drivability during deceleration can be improved. Also, since the engine 3 is performing a power generation operation in the series running mode even during deceleration, the control device 11 slightly softens the elastic hardness of the first mount device MD1 and the second mount device MD2 at the initial stage of acceleration of the vehicle 1 to suppress the transmission of engine vibration to the vehicle body.

[0044] Also, the control device 11 suppresses the engine roll forward by maintaining the hardening of the elastic hardness of the roll rod RL in the middle stage of deceleration (when deceleration is stable) of the vehicle 1, and suppresses the movement of the vehicle center of gravity C G forward. Thereby, the vehicle 1 can suppress the deterioration of the riding comfort due to the front part of the vehicle 1 sinking during deceleration in the rear-wheel drive mode. Further, when the vehicle 1 is a hybrid vehicle as in this embodiment, the movement of the vehicle center of gravity C G forward is suppressed, and regenerative braking at the rear wheel W R can be effectively performed. Also, even when the load burden due to the vehicle weight of the vehicle 1 increases at the front wheel W F , the control device 11 maintains the softening of the elastic hardness of the first mount device MD1 and the second mount device MD2 to suppress the vibration transmission by the engine 3 during the power generation operation.

[0045] Furthermore, in order to suppress the impact caused by the engine roll swinging back as deceleration ends, the control device 11 softens the elastic hardness of the roll rod RL earlier in the late stage of deceleration (when acceleration is restored) of the vehicle 1. Also, since the engine roll itself is suppressed, the control device 11 performs control to gently return the elastic hardness of the first mount device MD1 and the second mount device MD2 in the late stage of deceleration of the vehicle 1.

[0046] Figure 7 shows the change patterns of engine roll and elastic stiffness when vehicle 1 decelerates in parallel driving mode.

[0047] The control device 11 temporarily hardens the elastic hardness of the roll rod RL to prevent the engine 3 from being violently shaken forward during the initial deceleration of the vehicle 1. This reduces the impact associated with sudden engine roll in the vehicle 1, improving drivability during deceleration. On the other hand, the control device 11 softens the elastic hardness of the first mount device MD1 and the second mount device MD2 during the initial deceleration of the vehicle 1 to suppress the transmission of vibrations from the engine 3, which is spinning freely, to the vehicle body.

[0048] Furthermore, the control device 11 controls the front wheels W during deceleration in parallel driving mode. F In this case, engine braking can be made more effective, and after the elastic hardness hardens in the initial stages of deceleration, it quickly softens to promote engine roll, thereby increasing the vehicle's center of gravity C G The roll rod is moved forward of the vehicle. However, in order to suppress the reaction force caused by the rebound of the engine roll as deceleration ends, the control device 11 gradually hardens the elastic hardness of the roll rod RL during the middle of the vehicle 1's deceleration. In addition, the control device 11 also controls the elastic hardness of the first mount device MD1 and the second mount device MD2 to gradually return to their original state.

[0049] Furthermore, in order to suppress the reaction force caused by the rebound of engine roll following the end of deceleration, the control device 11 temporarily hardens the elastic hardness of the roll rod RL during the later stages of deceleration of the vehicle 1. Note that the elastic hardness of the first mount device MD1 and the second mount device MD2 has already been restored during the middle stages of deceleration of the vehicle 1.

[0050] In this way, the control device 11 controls the first mounting device MD1, the second mounting device MD2, and the roll rod RL, which are elastic members, based on various sensor information acquired when the vehicle 1 is in motion, and multiple maps representing the relationship between acceleration and elastic hardness stored in the memory unit Mem. As a result, the engine roll control system of the vehicle 1 can appropriately adjust the engine roll in accordance with the driving conditions of the vehicle 1.

[0051] As described above, the engine roll control system according to this disclosure supports the drivetrain to the frame member of the vehicle 1 with an elastic member whose elastic hardness can be adjusted, and adjusts the elastic hardness of the elastic member according to the acceleration so that the engine roll caused by changes in the acceleration of the vehicle 1 can be controlled according to the driving state of the vehicle.Therefore, the engine roll control system according to this disclosure can improve drivability by controlling the engine roll during acceleration and deceleration of the vehicle 1.

[0052] Furthermore, the engine roll control system can prevent the engine 3 from being violently shaken in the longitudinal direction of the vehicle by hardening the elastic hardness of the elastic member at the start of acceleration or deceleration based on the acceleration of the vehicle 1, thereby mitigating the impact associated with sudden engine roll.

[0053] Furthermore, the engine roll control system elastically supports the drive system, including the engine 3, to the vehicle 1's frame members using elastic members, which include a first mounting device MD1 and a second mounting device MD2 that support both ends of the engine 3 in the vehicle width direction, and a roll rod RL that controls the engine 3's oscillation in the vehicle longitudinal direction at the rear of the engine 3. The engine roll control system can suppress the transmission of engine vibrations to the vehicle body by softening the elastic hardness of the first mounting device MD1 and the second mounting device MD2, even when the elastic hardness of the roll rod RL is hardened to suppress engine roll.

[0054] Furthermore, the engine roll control system is rear wheel W R Rear-wheel drive mode driven by the and at least front wheel W FThis system is applied to a vehicle 1 that can switch between a front-wheel drive mode driven by a motor and a driving mode, and changes the elastic hardness of the first mounting device MD1, the second mounting device MD2, and the roll rod RL in a change pattern according to the driving mode during the acceleration and deceleration period of the vehicle 1. As a result, the engine roll control system can control the engine roll according to the change pattern, thereby controlling the vehicle weight of the vehicle 1 to the rear wheels W R The system can be adjusted to either make the load more easily applied to one wheel or to distribute it evenly across all wheels W, thereby improving the driving stability of vehicle 1.

[0055] Furthermore, the engine roll control system, when vehicle 1 accelerates in rear-wheel drive mode, hardens the elastic hardness in the initial stages of acceleration, softens it in the middle stages of acceleration, and hardens it again in the later stages of acceleration, thereby mitigating the impact associated with sudden engine roll while controlling the vehicle's center of gravity C G By moving it to the rear of the vehicle, the rear wheels W R This can increase traction and improve driving stability.

[0056] Furthermore, when vehicle 1 decelerates in rear-wheel drive mode, the engine roll control system hardens the elastic hardness in the initial stages of deceleration, maintains the hardened elastic hardness in the middle stages of deceleration, and hardens the elastic hardness in the later stages of deceleration, thereby mitigating the impact associated with sudden engine roll while maintaining the vehicle's center of gravity C G By suppressing the forward movement of the vehicle, the deterioration of ride comfort caused by the front of vehicle 1 sinking can be suppressed. In particular, when vehicle 1 is a hybrid vehicle, the engine roll control system controls the vehicle center of gravity C G It effectively suppresses the forward movement of the vehicle and the rear wheels R Regenerative braking can be performed.

[0057] Furthermore, when vehicle 1 accelerates in front-wheel drive mode, the engine roll control system hardens the elastic hardness at the beginning of acceleration, maintains the hardened elastic hardness in the middle of acceleration, and softens the elastic hardness in the later stages of acceleration. As a result, the engine roll control system mitigates the impact associated with sudden engine roll while suppressing engine roll, thereby lowering the vehicle's center of gravity CG By suppressing the movement of the vehicle towards the rear and balancing the weight load on each of the four wheels, vehicle 1 can be driven stably.

[0058] Furthermore, when vehicle 1 decelerates in front-wheel drive mode, the engine roll control system hardens the elastic hardness in the initial stages of deceleration, softens it in the middle stages of deceleration, and hardens it again in the later stages of deceleration. This allows the engine roll control system to mitigate the impact associated with sudden engine roll while simultaneously promoting engine roll, thereby improving the vehicle's center of gravity C G By moving it forward, the engine brake can be applied more efficiently. [Explanation of Symbols]

[0059] 1 vehicle 3 Engines 4 transaxles 11 Control device MD1 First Mounting Device MD2 Second Mounting Device RL Roll Rod

Claims

1. The drivetrain, including the engine, is elastically supported by the vehicle's frame members, and the elastic hardness of the elastic member is adjustable. An engine roll control system comprising a control device that controls the elastic hardness of the elastic member in accordance with a change in the acceleration of the vehicle.

2. The engine roll control system according to claim 1, wherein the control device hardens the elastic hardness of the elastic member at the start of acceleration or deceleration based on the acceleration.

3. The elastic member includes a pair of mounting devices that support both ends of the engine in the vehicle width direction, and a roll rod that controls the engine's oscillation in the vehicle longitudinal direction at the rear of the engine. The engine roll control system according to claim 1, wherein the control device softens the elastic hardness of the pair of mounting devices when the elastic hardness of the roll rod is hardened.

4. The vehicle is capable of switching between a rear-wheel drive mode, which uses the rear wheels for propulsion, and a front-wheel drive mode, which uses at least the front wheels for propulsion. The engine roll control system according to claim 1 or 2, wherein the control device changes the elastic hardness of the elastic member during the acceleration and deceleration period of the vehicle in a change pattern corresponding to the driving mode.

5. The engine roll control system according to claim 4, wherein the control device hardens the elastic hardness in the initial stage of acceleration, softens the elastic hardness in the middle stage of acceleration, and hardens the elastic hardness in the later stage of acceleration when the vehicle accelerates in the rear-wheel drive mode.

6. The engine roll control system according to claim 4, wherein the control device hardens the elastic hardness in the initial stage of deceleration, maintains the hardened elastic hardness in the middle stage of deceleration, and hardens the elastic hardness in the later stage of deceleration when the vehicle decelerates in the rear-wheel drive mode.

7. The engine roll control system according to claim 4, wherein the control device hardens the elastic hardness in the initial stage of acceleration, maintains the hardened elastic hardness in the middle stage of acceleration, and softens the elastic hardness in the later stage of acceleration when the vehicle accelerates in the front-wheel drive mode.

8. The engine roll control system according to claim 4, wherein the control device hardens the elastic hardness in the initial stage of deceleration, softens the elastic hardness in the middle stage of deceleration, and hardens the elastic hardness in the later stage of deceleration when the vehicle decelerates in the front-wheel drive mode.

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