JPS61119416A - Damping force control device for automobile suspension device - Google Patents

Abstract

PURPOSE:To augment controllability where changes in speed are controlled by two speed change patterns where one places an emphasis on power performance and another places on economy in fuel consumption by increasing a damping force of a shock absorber when the former pattern is selected. CONSTITUTION:An automobile automatic transmission is controlled in the speed change control based on two speed change patterns: No.1 speed change pattern and No.2 one. Here, No.1 speed change pattern is set up based on the speed change control characteristics which are predetermined by placing an emphasis on power performance, and No.2 speed change pattern is similarly set up by placing an emphasis on economy in fuel consumption. Each of these speed control patterns is selected by a pattern selection switch 63. In this case, an adjustable damping force type shock absorber is employed as a shock absorber for a suspension device. This configuration allows an electric actuator 205 and 206 to be controlled so as to permit the damping force to be increased when No.1 speed change pattern is selected as compared to that for No.2 speed change pattern.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a damping force control method for a shock absorber of a vehicle suspension system used in a vehicle such as an automobile, and particularly relates to a suspension system equipped with a shock absorber of variable damping force type. The present invention relates to a damping force control method.

BACKGROUND OF THE INVENTION In vehicles such as automobiles, an internal combustion engine is used in combination with a transmission in order to obtain an appropriate drive torque and rotational speed for the drive wheels according to the driving conditions of the vehicle. One of these transmissions is a first shift pattern in which the transmission is controlled according to predetermined shift υ control characteristics with emphasis on power performance depending on the engine output and vehicle speed, and and a second shift pattern that controls the shift of the transmission according to predetermined shift 1iQ control characteristics with emphasis on fuel economy, and one of these two shift patterns is selected and set. An automatic transmission that automatically controls the speed change according to the speed change pattern was developed in 1974.
362848 and Japanese Patent Application Laid-Open No. 57-184754, and was also proposed in Japanese Patent Application No. 176299-1980 filed by the same applicant as the present applicant.

In a vehicle equipped with an automatic transmission as described above, when the first shift pattern is selected and set, shift control is performed with consideration given to power performance, and the vehicle is driven with excellent power performance. On the other hand, when the second shift pattern is selected and set, shift control is performed with emphasis on fuel economy, and the vehicle is driven with excellent fuel economy.

A vehicle body suspension system used for a vehicle such as an automobile has a shock absorber, and the shock absorber is designed to attenuate vehicle body vibrations caused by driving and photographing.
This damping force is preferably small from the viewpoint of riding comfort, and preferably large from the viewpoint of steering stability.

In view of this, a vehicle suspension system has already been proposed that uses a shock absorber with variable damping force and is configured so that the damping force of the shock absorber changes according to the will of the driver or according to the driving condition of the vehicle. , which is disclosed in, for example, Utility Model Publication No. 56-147107 or Japanese Patent Application Laid-Open No. 58-1
This is shown in Japanese Patent No. 67210.

Problem to be Solved by the Invention The invention has a first shift pattern emphasizing power performance and a second shift pattern emphasizing fuel economy, and one of the two shift patterns is selected and set. In a vehicle equipped with an automatic transmission for vehicles that performs speed change control according to a pattern, the power performance differs between when the first speed change pattern is selected and when the second speed change pattern is selected. Therefore, from the viewpoint of handling stability, there should be a difference in the setting of the damping force of the shock absorber of the vehicle suspension system.

SUMMARY OF THE INVENTION In view of the above-mentioned demands, it is an object of the present invention to provide a control method for controlling the damping force of a shock absorber in an appropriate manner depending on a shift pattern.

Means for Solving the Problems In the damping force control method of a shock absorber of a vehicle body suspension system according to the present invention, when the first shift pattern that emphasizes power performance is selected and set, the first shift pattern that emphasizes fuel economy is selected. It is characterized in that the damping force of the shock absorber is increased compared to when the second shift pattern is selected and set.

Effects and Effects of the Invention According to the damping force control method for a shock absorber of a vehicle suspension system according to the present invention, when the first shift pattern emphasizing power performance is selected, the second shift pattern emphasizing fuel economy is selected. The damping force of the shock absorber is increased compared to when the shock absorber is operated, thereby improving the handling stability of the vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail by way of embodiments with reference to the accompanying drawings.

FIG. 1 shows an embodiment of a vehicle equipped with a vehicle suspension system to which a shock absorber damping force control method according to the present invention is applied. In the figure, 200 indicates a vehicle body, 201 indicates left and right front wheels, 202 indicates left and right rear wheels, 203 indicates left and right front wheel shock absorbers, and 204 indicates left and right rear wheel shock absorbers. Further, 100 indicates an internal combustion engine, and 1 indicates an automatic transmission.

Each of the shock absorbers 203 and 204 is a well-known variable damping force type shock absorber, and the orifice diameter is changed by the operation of electric actuators 205 and 206, and the damping force is changed accordingly.

If you need a detailed explanation of the structure and operation of the variable damping force stain absorber, please refer to Automotive Technology Vol. 1.38 published by the Society of Automotive Engineers of Japan. N.

10.1984. Please refer to "About variable damping force type shock absorber" on pages 1168 to 1171.

FIG. 2 schematically shows the structure of an automatic transmission used in a vehicle to which the shock absorber damping force control method according to the present invention is applied. The automatic transmission 1 includes a pump impeller 3
It has a three-element, one-stage, two-phase general hydraulic torque converter 2 with a direct coupling clutch, which has a turbine impeller 4, a stator impeller 5, and a direct coupling clutch 6, and a gear transmission 7 as an auxiliary transmission. , the pump impeller 3 which is the input member of the hydraulic torque converter 2 is inside 1i! A turbine impeller 4, which is drivingly connected to an output shaft 101 of an engine 100 and is an output member of a hydraulic torque converter 2, is connected to a gear transmission i.
7, and the output shaft 8 of the gear transmission W17 is drivingly connected to the drive wheels 202 of the vehicle via a differential gear.

The gear transmission 7 includes an auxiliary gear transmission 10 and a main gear transmission a.
[11] in series with each other.

Secondary gear transmission! Reference numeral 10 indicates an overdrive mfI vehicle transmission in a conventional 4-speed automatic transmission, which includes a sun gear 12, a ring gear 13 provided concentrically with the sun gear 12, and a sun gear 12 and ring gear 13. A planetary pinion 14 interposed therebetween and meshed with the two, a carrier 15 rotatably supporting the planetary pinion 14,
A one-way clutch (Fo) 16 that prevents the carrier 15 from rotating counterclockwise relative to the sun gear 12, and the sun gear 12
An OD clutch (G
o) 17 and a 00 brake (B.) 18 that selectively fixes the sun gear 12 to the transmission case.
The carrier 15 is drivingly connected to the input shaft 9, and can be switched between two gears by selective engagement of an OD clutch 17 and an OD brake 18.

The main gear transmission W111 includes a front sun gear 20 and a rear sun gear 21 connected to each other by an intermediate shaft 19, a front ring gear 22 provided concentrically with the front sun gear 20, and a rear ring gear 23 provided concentrically with the rear sun gear 21. , a front planetary pinion 24 located between the front sun gear 20 and the front ring gear 22 and meshed with them, a rear planetary pinion 25 located between the rear sun gear 21 and the rear ring gear 23 and meshed with both, and a front planetary pinion. a front carrier 26 rotatably supporting 24;
A rear carrier 27 rotatably supporting a rear planetary pinion 25 and a front ring gear 22 which is an input member for forward running of the main gear transmission 11 are connected to the auxiliary gear transmission w1.
a forward clutch (C+) 28 that selectively connects the ring gear 13, which is an output member of the output member 10, in a torque transmission relationship; and a direct clutch (C1) that selectively connects the intermediate shaft 19 and the ring gear 13 in a torque transmission relationship. ) 29, a shift brake (B+) 30 that selectively fixes the intermediate shaft 19 to the transmission case, and another shift brake (Bt) 31 that selectively fixes the rear carrier 27 to the transmission case. , and a one-way clutch (F+) 32 that locks the left rotation of the rear carrier 27.
The rear ring gear 23 is drivingly connected to the output shaft 8, and the plurality of clutches and the plurality of brakes are engaged and released in a predetermined combination, thereby providing a plurality of three forward stages and one forward stage. It is designed so that it can be changed between the following gears.

The gear transmission 7 is connected to the auxiliary gear transmission 110 and the main gear transmission by engaging and disengaging the plurality of clutches and the plurality of brakes of the auxiliary gear transmission 10 and the main gear transmission 11 according to the table shown below. In cooperation with the gear transmission 11, a plurality of gears, including five forward gears including an overdrive gear and one reverse gear, are selectively achieved.

- 0xOxXXΔΔ D 2nd gear O××××OΔ× 3rd gear
0XOOxxxΔn 4th gear 000x
xxxΔji 5th breaking news 00xxx○X× 1st speed □x□xXX△Δ S 2nd speed OX××00Δ× ~ 3rd speed
oxooxxx△L th-speed 0XOx
O×ΔΔN・2' QxxxxQQΔ× In this table, the O mark indicates that the relevant clutch or brake is engaged, the X mark indicates that the relevant clutch or brake is released, and the Δ mark indicates that the relevant clutch or brake is engaged. This shows that the one-way clutch is engaged (locked) during engine drive in which the drive wheels are driven from the internal combustion engine side, and released (free) during engine braking in which the internal combustion engine is driven from the drive wheels side.

Note that in the L range, an upshift to the second gear is not performed, and only a downshift from the second gear to the first gear is performed.

The auxiliary gear transmission f10 achieves a direct gear when the oD brake 18 is released and the OD clutch 17 is engaged to connect the sun gear 12 and the carrier 15, whereas the OD clutch 17 is released. When the OD brake 18 is engaged and the sun gear 12 is fixed to the transmission case, an increased speed is achieved. As is clear from the table above, in the auxiliary gear transmission 10, the forward clutch 28 and the direct clutch 29 are both engaged, and the gear position of the main gear transmission 11 is the highest speed gear (directly coupled gear).
, and when the forward clutch 28 is engaged and the gear stage of the main gear transmission 11 is the lowest gear gear (first gear), the gear is switched between the direct gear and the increasing gear, and the main gear When the gears of the transmission 11 are the second gear and the third gear, they are fixed to the direct gear, and thereby, in addition to the overdrive gear which is the fifth gear, the lowest gear of the main gear transmission 11 is set. Another gear stage is established between this gear and a gear stage that is one higher speed side (the conventional second gear), and thus five forward gears are established as a whole.

The gear ratio of the lowest gear of the main gear transmission 11 is 2.82.
6. When the gear ratio of the intermediate gear is 1.532, the gear ratio of the highest gear is i, ooo, and the gear ratio of the increasing gear of the auxiliary gear transmission 10 is 0.705, the second gear The gear ratio of the gears is 1.992.

Direct coupling clutch 6 incorporated in fluid torque converter 2
and the clutch 1 of the auxiliary gear transmission 10 and the main gear transmission 1
7, 28, 29 and brakes 18, 30, and 31 are hydraulically operated, which are driven by a hydraulic servo device to selectively engage and operate, and the hydraulic pressure controls the supply and discharge of hydraulic pressure to and from the hydraulic servo device. The clutch is operated according to a predetermined shift pattern according to vehicle speed and throttle opening for each manual shift range under the control of an electronic control device including a control device and a microcomputer that instructs switching of oil passages of the hydraulic control device. By engaging and disengaging the brakes in the above-described combination, the gear position of the gear transmission 7 is switched and set, and the direct coupling clutch 6 is engaged and disengaged.

FIG. 3 shows the control system used to implement the control method according to the invention.
Figure 1 shows one embodiment of the n device. In Figure 3, 4
0 indicates a hydraulic control device, and 60 indicates an electronic 1i+ control device.

Hydraulic control device 40 includes an oil pump 41 driven by an internal combustion engine 100 which is drive-connected to the pump impeller 3 of the hydraulic torque converter 2, and is supplied with hydraulic pressure from the oil pump 41, and controls internal combustion control by duty ratio control.
A solenoid valve 42 for line hydraulic pressure that generates a predetermined line hydraulic pressure according to the output state of the valve 100, a manual shift valve 44 that is manually operated by the manual shift lever 40 to set a manual shift range, and a maintenance valve for the direct coupling clutch 6. Direct coupling clutch IIIJ'm that engages and releases
Direct-coupled clutch valve 46 that controls switching of valve 45 and direct-coupled clutch control valve 45, and auxiliary gear transmission 10.
A sub-transmission shift valve 47 and a sub-transmission shift valve 4 that selectively supply hydraulic pressure to either one of the OD clutch 17 and the OD brake 18 to switch the gear stage of the sub-gear transmission 10.
7, a first gear change valve 49 and a first gear change valve 49 to control the supply and discharge of hydraulic pressure to the first clutch 28, direct clutch 29, and shift brakes 30 and 31 of the main gear transmission 11. It includes a second speed change valve 50 and a main speed change device solenoid valve 51 that performs switching control of the first speed change valve 49 and the second speed change valve 60.

The sub-transmission speed change valve 47 is composed of a spool valve,
The control boat is switched depending on whether or not a predetermined sound pressure is being supplied to the control boat, and the control hydraulic pressure is supplied to the control boat in an on-off manner by a sub-transmission solenoid valve 48. It looks like this. For example, when the solenoid valve 48 is energized, the IIJIIII oil pressure is supplied to the I control boat of the AJ transmission change valve 47, and the speed change valve is switched to the increasing gear position, thereby shifting the auxiliary gear. When the gear stage of the device 10 becomes the increasing gear stage, and the solenoid valve 48 is not energized, the control oil pressure of the control boat of the auxiliary transmission control valve 47 is discharged, and the gear shift valve becomes the direct gear stage. At this time, the auxiliary gear transmission 10 achieves the direct gear.

The first speed change valve 49 and the second speed change valve 50 are configured to be switched individually depending on the height of the control oil pressure supplied to the control boat. Switching is performed depending on whether or not the control oil pressure of the first predetermined value Pl is supplied, and the second speed change valve 50 has a second predetermined value P1! which is higher than the first predetermined value P1! It is designed to switch depending on whether or not the control hydraulic pressure is supplied. Main transmission solenoid valve 51
generates control oil pressure to be supplied to the control boat of the first speed change valve 49 and the second speed change valve 50 by duty ratio control, and the solenoid valve is driven by a pulse signal of the duty ratio according to the first value R1. When the motor is driven by a pulse signal having a duty ratio of a second value R1, a hydraulic pressure of a first predetermined value PI is generated, and when driven by a pulse signal having a duty ratio of a second value R1, a hydraulic pressure of the second predetermined value P2 is generated.

Incidentally, the above-mentioned transmission valve and its l1llll device are disclosed in Japanese Utility Application No. 55-26596 (Utility Model Publication No. 58-38186) and Japanese Patent Application No. 55-107260 (Japanese Patent Application No. 56-2424).
No. 6), and if a more detailed explanation is required, please refer to the publications of these applications.

The electronic control device 60 includes a solenoid valve 46 for a direct clutch.
outputs an on-off signal to the auxiliary transmission solenoid valve 48, outputs a pulse signal with a predetermined duty ratio to the line oil pressure solenoid valve 42 and the main transmission solenoid valve 51, and outputs a pulse signal with a predetermined duty ratio to the line hydraulic solenoid valve 42 and the main transmission solenoid valve 51. Actuators 205 and 20
6, and these controls are performed using information regarding the throttle opening of the internal combustion engine 1oO given by the throttle opening sensor 61, information regarding the vehicle speed given by the vehicle speed sensor 62, and pattern selection. Information regarding the selection pattern of the shift pattern given by the switch 63, information regarding the manual shift range given by the shift position sensor 64,
The process is performed according to the flowcharts shown in FIGS. 4 and 10 in accordance with the information regarding the selection mode of the suspension mode given by the mode select switch 65.

Note that the throttle opening degree is used as information representative of the engine output, and this may be the depression or release of the accelerator pedal or the torque of the engine output shaft.

Next, an example of the implementation of the control method according to the present invention will be described with reference to the flowcharts shown in FIGS. 4 and 10 and the graphs of the shift patterns shown in FIGS. 5 to 9. In the shift patterns shown in Figures 5 to 9, solid lines indicate upshift lines at each gear, broken lines indicate downshift lines at each gear, and dashed lines indicate each gear. The two-dot chain line indicates the engagement line where the direct coupling clutch is engaged in each gear, and the two-dot chain line indicates the release line where the direct coupling clutch is released in each gear.

The speed change control routine shown in the flowchart shown in FIG. 4 is repeatedly executed at predetermined time intervals or at predetermined crank angles, and in the first step 1, control information is input from various sensors and switches. will be held. After step 1, proceed to step 2.

In step 2, it is determined whether the manual shift range is the L range. When it is in the L range, the process proceeds to step 3, whereas when it is not in the L range, the process proceeds to step 4.

In step 3, the L range pattern as shown in FIG. 5 is selected. Step 1 is next after Step Tab 3
Proceed to step 5.

In step 4, it is determined whether the manual shift range is the S range. When the range is S, the process proceeds to step 5, whereas when it is not the S range, the process proceeds to step 8.

In step 5, it is determined whether the shift pattern set by the pattern select switch 63 is an output travel pattern (first shift pattern). When the driving pattern is the output driving pattern, the process proceeds to step 6; on the other hand, when the driving pattern is not the output driving pattern, that is, the economic driving pattern (
If the shift pattern is the second shift pattern), the process proceeds to step 7.

In step 6, an S range P pattern (output travel pattern) as shown in FIG. 6 is selected.

The S range P pattern is a shift pattern that emphasizes power performance, and in this shift pattern, the gears are switched between the first gear, the second gear, and the third gear. The direct coupling clutch 6 is engaged only in the third gear.

In step 7, the S range E pattern (economic driving pattern) as shown in FIG. 7 is selected. This S range E pattern is a shift pattern that emphasizes fuel economy, and in this shift pattern, the second gear is not achieved, but the two gears of the first gear and the first gear are not achieved. The gears are switched between the two, and the direct coupling clutch 6 is engaged only in the third gear. The 1→3 shift up line in the S range E pattern is the 1 to 3 shift up line in the S range P pattern.
→It is on the lower vehicle speed side than the 2nd shift up line, and in the S range E pattern, the third gear range is expanded compared to the S range P pattern. As a result, fuel economy is improved in the S range E pattern compared to the S range P pattern.

In step 8, it is determined whether the manual shift range is the D range. If the range is D, the process proceeds to step 9, whereas if it is not the D range, the process proceeds to step 12.

In step 9, it is determined whether the shift pattern selected by the pattern select switch 63 is an output travel pattern. If the pattern is an output driving pattern, the process proceeds to step 10, whereas if the pattern is not an output driving pattern, that is, if it is an economical driving pattern, the process proceeds to step 11.

In step 10, the D range P pattern (output travel pattern) as shown in FIG. 8 is selected. D
Range P pattern is a shift pattern that emphasizes power performance, and this shift pattern applies to all shifts in the first, second, third, fourth, and fifth gears. The gears are switched between the two gears, and the gears are shifted through five forward gears. Further, in the D range P pattern, the direct coupling clutch 6 is engaged in each of the third gear, fourth gear, and fifth gear.

In step 11, a D range E pattern as shown in FIG. 9, which is an economical driving pattern in the D range, is selected. This D range E pattern is a shift pattern that emphasizes fuel economy, and in this shift pattern, except for the second gear, the first gear, third gear, fourth gear, and fifth gear are The gears are switched between the four gears, and the shift control is performed using four forward gears. Also D range E
In this pattern, the direct coupling clutch 6 is engaged in each of the third gear, fourth gear, and fifth gear.

1→3 shift up line and 3 in D range E pattern
→4 shift up line and 4→5 shift up line are on the lower vehicle speed side than the 1→2 shift up line, 3→4 shift up line and 4→5 shift up line in D range P pattern, and in D range E pattern. In this case, the upshift is performed at a lower vehicle speed than in the D range P pattern, and fuel economy improves accordingly.

In step 12, it is determined whether the range is R or apricot. If it is in the R range, proceed to step 13,
On the other hand, when it is not R range, hit N range or P
If it is in the range, proceed to step 14.

In step 13, the direct coupling clutch is released and the gear is switched to reverse gear.

In step 14, the direct coupling clutch is released and the gear is switched to the neutral stage.

Steps 3, 6, 7, 10, and 11 are followed by step 15, and in step 15, the current vehicle speed ■ is a gear shift lower than the current gear position for the current throttle opening. A determination is made as to whether the downshift vehicle speed VdOwn is smaller than the vehicle speed VdOwn. V≦vd.

When wn, it is necessary to downshift, and in this case, the process proceeds to step 16, whereas V≦V
If it is not down, the process advances to step 19.

In step 16, the direct coupling clutch 6 is released.
Then, proceed to step 17.

In step 17, it is determined whether a predetermined period of time has elapsed since disengagement of the direct coupling clutch 6 was started.

If the predetermined time has not elapsed since the start of disengagement of the direct coupling clutch, the process proceeds to step 23; on the other hand, if the predetermined time has elapsed since the disengagement of the direct coupling clutch started,
Proceed to step 18.

In step 18, a downshift is performed to change the gear to a predetermined gear.

In step 19, it is determined whether the current vehicle speed V is greater than the upshift vehicle speed Vup to a gear higher than the current gear for the current throttle opening. If V≧vup, it is necessary to perform an upshift, and in this case, the process proceeds to step 20. On the other hand, when V≧vup, it is not necessary to perform a downshift or an upshift, and in this case, the process proceeds to step 23. Proceed to.

In step 20, the direct coupling clutch 6 is released. After step 20, the process advances to step 21.

In step 21, it is determined whether a predetermined period of time has elapsed since disengagement of the direct coupling clutch 6 was started.

If the predetermined time has not elapsed since the direct coupling clutch 6 was started to be released, the process proceeds to step 23, and on the other hand, after the predetermined time has elapsed since the direct coupling clutch 6 was opened and opened, the process proceeds to step 22.

In step 22, an upshift is performed to change the gear to a predetermined high speed gear.

Note that both downshifts and upshifts are executed after a predetermined period of time has elapsed since the start of disengagement of the direct-coupled clutch, because it takes a certain amount of time to disengage the direct-coupled clutch, and when the disengagement of the direct-coupled clutch is not completed. This is because if a downshift or upshift is performed, a large shift shock may occur.

In step 23, it is determined whether or not the vehicle is being braked. When the vehicle is being braked, the process proceeds to step 24 so that the direct coupling clutch is released to avoid stalling of the internal combustion engine; on the other hand, when the vehicle is not being braked, the process proceeds to step 25.

In step 24, the direct coupling clutch 6 is released.

In step 25, it is determined whether the throttle valve is fully open, that is, at the idle opening position. When the throttle valve is fully closed, the process proceeds to step 24 without releasing the direct coupling clutch 6 in order to reduce idling vibration and shock when starting the vehicle. If the throttle valve is not fully closed, the process advances to step 26.

In step 26, it is determined whether the current vehicle speed is smaller than the direct clutch release vehicle speed vrorf at the current gear position. When V≦vroff, the process advances to step 24, whereas V≦vr.

If it is not ff, the process advances to step 27.

In step 27, it is determined whether the current vehicle speed is greater than the direct clutch engagement vehicle speed vron at the current gear position. When Q≧vron, step 2
Proceed to step 8, whereas V≧ro.

If not, it will be reset.

In step 28, it is determined whether a predetermined time has elapsed after the shift. If the predetermined time has not elapsed after the shift, it is reset, whereas if the predetermined time has elapsed after the shift, the process proceeds to step 29.

In step 29, the direct coupling clutch 6 is engaged.

The damping force control routine of the flowchart shown in FIG. A determination is made as to whether or not the mode is in soft mode. When the mode is soft mode, the process proceeds to step 101, whereas when it is not the soft mode, that is, when the mode is hard mode, the process proceeds to step 102.

In step 101, the pattern select switch 6
It is determined whether the shift pattern of the automatic transmission 1 set in step 3 is a P pattern that places emphasis on power performance. If it is the P pattern, the process proceeds to step 102, whereas if it is not the P pattern, that is, if it is the E pattern emphasizing fuel economy, the process proceeds to step 103.

In step 102, the damping forces of the front and rear wheel shock absorbers 203 and 204 are increased by the electric actuators 205 and 206.

In step 103, the damping forces of the front wheel and rear wheel shock absorbers 203 and 204 are reduced by electric actuators 205 and 206.

By controlling the damping force of the shock absorber according to the flowchart as described above, when the shift pattern of automatic shift [1] is the P pattern emphasizing power performance, the damping force of the shock absorber increases and the handling stability of the vehicle is improved. improves.

Note that the control method according to the present invention is not limited to application to vehicles equipped with automatic transmissions that change the number of gears;
The present invention is also applied to a vehicle equipped with an automatic transmission in which the number of gears does not change, but the vehicle speed changes according to the selected butter.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited thereto.
It will be apparent to those skilled in the art that various embodiments are possible within the scope of the invention.

[Brief explanation of the drawing]

FIG. 1 is a schematic perspective view showing an embodiment of a vehicle equipped with a vehicle body suspension to which the damping force control method of a shock absorber according to the present invention is applied, and FIG. A schematic configuration diagram showing one embodiment of an automatic transmission used in a vehicle, and FIG. 3 is a schematic configuration diagram showing one embodiment of a control device used to implement the damping force control method of a shock absorber according to the present invention. 4 is a flowchart showing an example of speed change control of a vehicle automatic transmission, FIG. 5 is a speed change diagram showing an example of an L range pattern, and FIG.
FIG. 7 is a shift diagram showing an example of the range P pattern. FIG. 7 is a shift diagram showing an example of the S range E pattern. FIG. 8 is a shift diagram showing an example of the D range P pattern. FIG. 9 is a shift diagram showing an example of the D range E pattern. A shift diagram showing an example of the pattern, and FIG. 10 is a flowchart showing an example of the procedure for controlling the damping force of a shock absorber according to the present invention. 1...Automatic transmission for vehicles, 2...Hydraulic torque converter, 3...Pump impeller, 4...Turbine impeller. 5... Stator impeller, 6... Direct clutch, 7...
...Gear transmission, 8...Output shaft, 9...Input shaft,
DESCRIPTION OF SYMBOLS 10... Secondary gear transmission, 11... Main gear transmission, 12... Sun gear, 13... Ring gear, 14...
・・Planetary pinion, 15・・Carrier, 16・
...One-way clutch, 17...oD clutch, 1
8... oD brake. 19... Intermediate shaft, 20... Front sun gear, 21
...Rear sun gear, 22...Front ring gear,
23... Rear ring gear, 24... Front planetary pinion, 25... Rear planetary pinion, 2
6...Front carrier, 27...Rear carrier,
28...Forward clutch, 29...Direct clutch. 30.31... Shift brake, 32... One-way clutch, 40... Hydraulic υ control device, 41...
Oil pump, 42... line hydraulic solenoid valve,
43...Manual shift lever 944...Manual shift valve, 45...Direct clutch control valve, 46...
・・Renoid valve for direct coupling clutch, 47・・Subvariant ti
Gear shift valve, 48... Solenoid valve for sub-transmission, 4...
... first speed change valve, 50 ... second speed change valve, 51 ... solenoid valve for main transmission device, 60 ... electronic control wJ device,
61...Throttle lJ9 degree sensor, 62...Vehicle speed sensor, 63...Pattern select switch, 64...
...Shift position senna, 65...Mode select switch, 200...Vehicle body, 2o1...Front wheel, 2
02... Rear wheel, 203... Shock absorber for front wheel, 204... Shock absorber for rear wheel, 205.
206...Electric actuator patent applicant Toyota Motor Corporation representative
Masaki Akashi Patent Attorney Figure 1 tUa--Iiw Suspension 7 i!ツ7 r 7-/ /
M Fig. 10 Step 100 T knob 103

Claims (1)

[Claims] A first shift pattern in which shift control of the transmission device is performed according to predetermined shift control characteristics with emphasis on power performance according to engine output and vehicle speed; and a second shift pattern for controlling the shift of the transmission device according to predetermined shift control characteristics, and for controlling the shift according to one of the two shift patterns selected from the two shift patterns. In the damping force control method of a shock absorber of a vehicle body suspension system of a vehicle equipped with a damping force variable damping force type shock absorber, when the first shift pattern is selected and set, the second shift pattern is selected. A damping force control method for a shock absorber, characterized in that the damping force of the shock absorber is increased compared to when the damping force of the shock absorber is selected and set.