JPS6259113A - Attitude controller for vehicle - Google Patents

Abstract

PURPOSE:To soften the shift shock by judging the generation or foreestimation of the shift shock generated on clutch connection by the detection signal of each detector depending onto the engine side speed and the wheel side speed and carrying out the attitude control. CONSTITUTION:When a car is in operation, each detection signal of an engine revolution speed detector 1, clutch connection detector 2, gear position detector 3, and a car speed detector 4 is input into a control circuit 5. When, in the control circuit 5, the clutch connection detector 2 detects the clutch connection state, the car speed Vc is calculated from the engine revolution speed detector 1 and the gear position detector 3, and compared with the actual car speed V detected by the car speed detector 4. If ¦V-VC¦>=n (n is a constant obtained through experiments, etc.), a HARD control signal (signal for strengthening the damping force) is sent into an attitude control mechanism 6 for a hydraulic adjusting suspension, etc.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a device for controlling dynamic attitude changes of a vehicle in a running state, and more particularly to a device for preventing shift shock in a manual transmission vehicle.

[Prior art and its problems]

In manual transmission vehicles, dive or auto may occur at the moment the clutch is engaged during a shift change. This is due to the fact that the engine rotational speed and vehicle speed do not match at the gear position when the clutch is engaged. In such a case, it is necessary to optimize the vehicle attitude each time by causing either a dive or a swipe, or not occurring at all, depending on both speeds.

[Purpose of the invention]

Therefore, the present invention provides a vehicle attitude control device that can satisfy the above-mentioned requirements.

[Structure and operation of the invention]

In the present invention, as shown in FIG.
This is applied to a vehicle in which power is transmitted from G to the wheels via a manual clutch C and a manual transmission C/G. Its structural features are as described in the claims, and in the figure, an engine rotational speed detector 1 detects the engine rotational speed and supplies a detection signal to a control circuit 5. A clutch engagement detector 2 provided according to practical needs detects the distance between the clutch plates and supplies a detection signal to the control circuit 5. Further, a gear position detector 3 provided as necessary detects the current gear position and supplies a detection signal to the control circuit 5. Further, the vehicle speed detector 4 detects the vehicle speed and supplies a detection signal to the control circuit 5.

The control circuit 5 receives each of the above-mentioned detection signals and outputs a control signal to the attitude control mechanism 6 to control the attitude control mechanism 6.

Note that the attitude control mechanism includes a hydraulic adjustment suspension that expands and contracts the distance between an unsprung member and a sprung member in at least one of the front and rear suspension systems of the vehicle. Further, instead of this, a variable damping force type shock absorber that adjusts the damping force of the shock absorber may be used.

The control circuit 5 realizes the function of the determining means as a control program of a microcomputer, as shown in FIG. 2, for example. That is, signals from the engine rotational speed detector 1, clutch engagement detector 2, gear position detector 3, and vehicle speed detector 4 are input.

If the current actual vehicle speed is V, then ■ can be calculated from the detection signal of the vehicle speed detector 4. Furthermore, the vehicle speed seen from the drive side can be calculated from the engine speed and gear position. Let vc be the vehicle speed calculated from the engine rotational speed detector l and gear position detector 3.

The clutch connection detector 2 outputs a connection signal when, for example, the rotational force from the engine is transmitted to the gearbox by more than % (K is a constant set by experiment etc.) (when the distance between the clutch plates is less than Lu+), If not, a disconnection signal shall be issued.

The control circuit 5 inputs this clutch engagement state as CL), and calculates vc. When CL changes from uncoupled to coupled, and the difference between VC and VC is greater than or equal to nkn/n (n is a constant set through experiments, etc.), a HARD control signal (a signal that increases the damping force) is sent to the attitude control mechanism. ).

When the attitude control mechanism 6 receives the HARD control signal, it softens the shock during shifting by, for example, increasing the damping force of the suspension or increasing the spring constant.

In addition, in the program shown in Fig. 2, the clutch engagement detector 2
was used to detect the engagement of the clutch, but
Taking advantage of the fact that the clutch is not engaged when the actual vehicle speed, gear position, and engine speed are different from each other, the clutch is not engaged, and control is performed without using a clutch engagement detector, as shown in Figure 3. You can also do

In addition, instead of looking at the actual vehicle speed and estimated vehicle speed, a rotation speed sensor that generates signals related to the engine rotation speed and vehicle speed, respectively, is attached before and after the clutch, and whether the difference between the sensor signals is greater than a predetermined value or not. A configuration may be adopted in which the posture is controlled based on the determination result.

□ [Effects of the Invention] As described above, according to the present invention, in a vehicle with a manual transmission, the occurrence or prediction of a shift shock that occurs when a clutch is engaged can be detected by each detector that depends on the speeds of the engine and wheels. By determining the position based on the detection signal and performing attitude control, there is an effect that shift shock can be suppressed.

[Brief explanation of drawings]

FIG. 1 is a block diagram according to the present invention, and FIGS. 2 and 3 are flowcharts showing a control program applied to the present invention. l...Engine rotation speed detector, 4...Vehicle speed detector. 5... Control circuit (discrimination means), 6... Attitude control mechanism.

Claims (1)

[Scope of Claims] In a vehicle in which wheel driving force is transmitted from the engine to the wheels via a manual clutch and a manual transmission, there is provided a detection means related to the engine rotational speed, a detection means related to the actual vehicle speed, and each of the above detections. A determining means for receiving a detection signal from the means and determining whether or not the engine rotational speed and vehicle speed match when the clutch is engaged, and means for controlling the attitude of the vehicle in response to the determination result. The configured vehicle attitude control device.