JPH06171401A - Automatic transmission - Google Patents

Abstract

PURPOSE:To provide an automatic transmission capable of satisfying an engine brake demand by changeover from automatic speed change to manual speed change without causing damage to a clutch and a driving system as and preventing over speed of an engine. CONSTITUTION:An automatic transmission is provided with an air cylinder 42 to engage and disengage a clutch 31, an engine speed sensor 39, a clutch rotation sensor 45, a control unit 52 as a selected speed change stage detection means to detect speed change divisions of manual speed change and automatic speed change and which also sets a designated speed change stage or a speed change stage decided according to a traveling state, as an objective speed change stage, receiving a detected output and speed change partition information, and further controls operation of the air cylinder 42 and a gear shift unit 51 so as to adjust to an objective speed change stage by way of repeating a process to shift down a gear position by one stage when change of the objective speed change stage is shift down at the time of changeover from the automatic speed change to the manual speed change.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention uses a change lever switching operation to generate a speed change signal, and an actuator which operates based on this speed change signal to perform a speed change operation such as clutch engagement / disengagement and transmission gear position switching. Automatic transmission.

[0002]

2. Description of the Related Art Conventionally, a driver manually switches a change lever unit, a control box processes the obtained shift signal, outputs a predetermined operation signal to a gear shift unit, and the gear shift unit operates pneumatically. There is known a gear shift unit for so-called finger touch control, in which a transmission is switched and operated by using a booster.
This is disclosed in the specification and drawings of Japanese Patent Application No. 44735 and Japanese Utility Model Application No. 57-138832. This type of device can reduce the fatigue caused by the driver's gear shift operation by reducing the switching operation force of the transmission.

However, the driver himself / herself has to separately perform the clutch connection / disconnection operation at the time of gear shifting. For this reason, conventional friction clutches and gear type transmissions are respectively provided with actuators that are operated by fluid pressure, and the clutches are disengaged and actuated via both actuators based on the shift signal generated by the changeover of the change lever, and the gear type transmission is also operated. It is desired that the clutch and the transmission are automatically operated by switching the gears. In such an automatic transmission, it is desired that not only the automatic shift according to the running state of the vehicle but also the manual shift for arbitrarily selecting a specific shift speed according to the intention of the driver can be simultaneously performed. .

[0004]

However, when the automatic shift control is achieved by controlling the operation of the friction clutch and the transmission, if the automatic shift is performed while the vehicle is being braked, the vehicle speed changes rapidly, so that the shift is changed. It will be done one after another. When the gears are successively changed in this way, the gear ratio is changed while the clutch is repeatedly connected and disconnected.
The engine braking force fluctuates greatly intermittently, and the braking distance increases and the braking feeling deteriorates.

Therefore, an object of the present invention is to provide an automatic transmission capable of keeping a braking distance short and a good braking feeling.

[0006]

In order to achieve the above object, the present invention provides a clutch operating means for driving and controlling an actuator for connecting and disconnecting a clutch between a vehicle engine and a transmission, and the transmission. Gear position switching means for switching the meshing mode of the vehicle to a target gear position, a gear position sensor for outputting a gear position signal corresponding to the gear position of the transmission, a vehicle speed sensor for outputting a vehicle speed signal of the vehicle, and A brake sensor that outputs a brake signal, a clutch engagement / disengagement sensor that outputs an engagement / disengagement signal for the clutch, and the target shift speed and the transmission that are determined according to the vehicle speed by receiving the detection output of each sensor. The operation of the clutch operating means and the gear position switching means is controlled so as to match the gear position, and when the brake signal is received, the shift to the target gear stage is performed. Characterized in that and a shift control means for prohibiting the shift control.

[0007]

According to the present invention, when the brake signal is received, the operation of the clutch operating means and the gear position switching means is adjusted so as to match the target gear position determined according to the vehicle speed with the gear position of the transmission. Since the shift control that controls the engine is prohibited, the engine braking force does not fluctuate greatly during braking, it is possible to prevent the braking distance from increasing, and unnecessary shift operation can be omitted. It can be increased.

[0008]

FIG. 1 shows an automatic transmission as an embodiment of the present invention. This device is a diesel engine (hereinafter simply referred to as engine) 30 and its rotational force is applied to the clutch 3
Mounted over a transmission 32 which receives via 1.
The engine 30 is equipped with a fuel injection pump (hereinafter simply referred to as an injection pump) 34 having an input shaft 33 that rotates at a rotational speed half the engine speed. An electromagnetic actuator 38 is connected to a rack 35 of this pump. To be done. The input shaft 33 is provided with an engine rotation sensor 39 that outputs an engine speed signal. The clutch 31 normally presses the clutch plate 41 to the flywheel 40 by a well-known sandwiching means (not shown). When the clutch is disengaged from the inoperative state, the air cylinder 42 as an actuator actuates the sandwiching means (not shown) in the releasing direction, and the clutch 31 moves from the contact direction a to the disengaging direction b (the disengaged state is shown in FIG. 1). ).

A clutch air sensor 70 for detecting a clutch connection / disconnection state, which will be described later, is attached to the clutch by turning it on and off. In some cases, a clutch connection / disconnection sensor 43 is directly attached to the clutch 31. They may be installed in parallel, or may be installed in parallel so that both can be selectively used.
In addition, a clutch rotation speed sensor 45 that issues a clutch rotation speed signal is provided opposite to the output shaft 44 of the clutch 31. An air passage 47 is formed to extend from an air chamber 46 in the air cylinder 42, and this serves as an air tank 48 as a high pressure air source.
Connect to. An electromagnetic cut valve 49 as an opening / closing means for connecting and disconnecting the working air is attached in the middle of the air passage 47, and a duty valve 50 for opening the air chamber 46 to the atmosphere is attached. The air cylinder 42 is provided with an air sensor 70 which outputs an ON signal when the internal air pressure exceeds a specified value (the value at which the clutch is disengaged), and the air tank 48 receives an ON signal when the internal air pressure is below the specified value. Air sensors 72 for outputting are respectively attached.

To change the gear position in the transmission 32,
By operating the change lever 54 to the shift position corresponding to the shift pattern shown in FIG. 2, the shift position selection switch 55 is switched, and the gear shift unit 51 as the gear position switching means is operated based on the obtained shift signal to shift the shift pattern. The gear position is switched to the target gear position corresponding to. Here, R represents the reverse gear, N, 1, 2, and 3 represent the designated gears, and D represents the selected gear. When the D range is selected, the second gear to the fifth gear (see the figure 7) is determined by the vehicle speed and the like. The gear shift unit 51 includes a plurality of electromagnetic valves (only one is shown) 53 which are operated by an operation signal from a mission control unit (hereinafter simply referred to as a control unit) 52, and high-pressure operating air from an air tank 48 via the valves. Is supplied to operate the select fork and the shift fork (not shown) of the transmission, and the power cylinder is operated by the operation signal given to the electromagnetic valve, and the transmission 32 is operated in the order of the select direction and then the shift direction. It operates to change the meshing mode. Further, the gear shift unit 51 is provided with a gear position switch 56 as a gear position sensor for detecting the gear position, and a gear position signal from this switch is output to the control unit 52.

Further, the output shaft 57 of the transmission is provided with a sensor 58 for outputting a vehicle speed signal. Further, a load sensor 60 is attached to the accelerator pedal 37 to generate a resistance change corresponding to the rotation amount thereof as a voltage value, which is converted into a digital signal by the A / D converter 59 and output. A brake sensor 62 that outputs a high-level brake signal when the brake pedal 61 is depressed is attached to the brake pedal 61. The flywheel 40 is provided with a starter 63 for starting the engine 30 in proper mesh with a ring gear on the outer periphery of the flywheel 40.
Connected to 2. Reference numeral 65 denotes an engine control unit that is attached to the vehicle separately from the control unit 52 and performs various controls of the vehicle. The engine control unit 65 receives the input signals from each sensor (not shown) and controls the drive of the engine 30. The engine control unit 65 is used for the injection pump 3 as an engine operating means.
It is possible to control the increase / decrease of the engine speed by giving an operation signal to the electromagnetic actuator 38 of No. 4 and performing a fuel increase / decrease operation. When the engine control unit 65 receives the output signal as the engine rotation increase / decrease signal from the control unit 52, the engine control unit 65 takes in this signal with priority and can increase / decrease the engine rotation speed according to the output signal.

The control unit 52 comprises a microcomputer dedicated to an automatic transmission, a microprocessor (hereinafter simply referred to as CPU) 66, and a memory 67.
And interface 6 as an input / output signal processing circuit
8 and. The input port 69 of the interface 68 is connected to the gear selection switch 55, the brake sensor 62, the load sensor 60, and the engine rotation sensor 3 described above.
9, clutch speed sensor 45, gear position switch 5
Output signals are input from the vehicle speed sensor 58, the clutch engagement / disengagement sensor 43 (used to detect the engagement / disengagement state of the clutch in place of the air sensor 70), and both air sensors 70 and 72. On the other hand, the output port 74 is the engine control unit 65 and the starter relay 6 described above.
4, the duty valve 50, the cut valve 49, and a plurality of electromagnetic valves 53 can be connected and an output signal can be sent to each. Reference numeral 75 indicates a warning lamp which receives an output from a drive circuit (not shown) and lights up when the air pressure in the air tank 48 does not reach a set value.

Further, reference numeral 76 denotes a clutch wear lamp which receives an output and lights when the clutch wear amount exceeds a specified value. The memory 67 is composed of a ROM (read-only memory) in which the programs and data shown in the flowcharts of FIGS. 10 to 14 are written and a read / write RAM. That is, the duty ratio α corresponding to the value of the load signal is stored in advance in the ROM as a data table (see FIG. 3) in addition to the program, and the table lookup is performed at a suitable time to read the corresponding value. used. Further, the shift stage selection switch 55 described above outputs a select signal and a shift signal as shift signals,
The gear position corresponding to a pair of these two signals is stored in advance in the ROM as a data table, and when the control unit 52 receives the select and shift signals, a table lookup is performed to obtain the corresponding output signal. It outputs to each electromagnetic valve 53 of the gear shift unit, and the gear position is adjusted to the target shift speed corresponding to the shift signal. Moreover, the gear position signal from the gear position switch 56 is output upon completion of the shift, and it is used to determine whether or not all the gear position signals corresponding to the select and shift signals have been output, and to issue a signal indicating whether or not the meshing is appropriate. .

Further, the ROM also stores a data table for determining the optimum shift speed on the basis of the signals of vehicle speed, load and engine rotation when the target shift speed is in the selected shift speed (D) category. Keep it. An example of this is shown in FIGS.
It is shown in FIG. The control unit 52 determines the target shift speed according to the traveling state. That is, the control unit 52 sets the basic shift speed D _X corresponding to the vehicle speed to the first
Read out by the table look-up, and then the second table look-up does not correct if there is an engine load in the steady region A, so that the large or small one corresponds to one downshift or upshift. Read the correction value (D _X ). Next, by the third table lookup, if the engine speed is in the steady region B, the correction is not performed, and if it is larger or smaller than that, the second correction value [D _X ] corresponding to upshift or downshift of one stage To read. In the control in the section (D), the shift speed corresponding to this second correction value is determined as the optimum shift speed, and this is regarded as the target shift speed.

Here, the control unit 52
It has a function as a shift control means. That is, receiving the detection output of each sensor such as the gear position switch 56, the vehicle speed sensor 58, the brake sensor 62, the clutch air sensor 70,
The operation of the air cylinder 42 and the gear shift unit 51 is controlled so as to match the target shift speed determined according to the vehicle speed with the gear position of the transmission 32, and when the brake signal is received, the shift to the target shift speed is performed. Prohibit shift control.

Here, the control processing of the automatic transmission will be described with reference to FIGS. When the program starts, the control unit 52 starts the starting process unless there is an engine stop interrupt. After completion of the start-up process, the vehicle speed signal is input, and the value is a specified value (for example, 2 Km / h).
Up to 3 Km / h), the start process is performed, and above, the shift process is performed. However, when the engine speed signal falls below the set value as the engine speed, an on signal is output to the cut valve 49 and an off signal is output to the duty valve 50 so as to disconnect (off) the clutch 31.

The starting process will be described with reference to FIG. An engine speed signal is input, and it is checked in step 1 (hereinafter, step is indicated as S in the drawing) whether or not the value is within the engine stop range, and the process proceeds to YES when the engine is stopped. Whether or not the change lever position and the gear position are the same, that is, the gear shift signal and the gear position signal are the same, and the target gear position designated by the gear position selection switch 55 (here, in the D range, the maximum gear ratio is set in advance, for example, It is determined whether the gear position of the transmission 32 is aligned to 2nd speed (set to 2nd speed) (step 2), and if yes, an output is made to the starter relay 64 via a drive circuit not shown to operate a starter switch not shown. As a result, the starter 63 can be turned (step 3). When the engine is started when the target gear is set to neutral, it is further checked whether or not the detection signal of the air pressure switch 72 exceeds the set value (step 5), and the process returns with YES. When there is no air pressure, wait until the air pressure in the air tank 48 reaches the specified air pressure, and then step 5 is completed.

On the other hand, the target gear is a high gear ratio (low gear).
Even if it is set to, if the target shift speed and the gear position of the transmission 32 match, the starter can be started. In this case, the wheels will be rotated by the starter,
For example, it can be effectively used when an emergency escape movement is required. If NO in step 2, the presence or absence of air pressure is checked (step 6). If NO, an output signal is output to the warning lamp 75 (step 7). If YES or if the air pressure is returned to YES from the outside, the clutch 31
Cut valve 49 through output port 74 to disconnect
And an off signal to the duty valve 50 (step 8). While the clutch is disengaged, the gear shift unit 51 receives an output signal corresponding to the target shift speed via the output port 74, operates normally, and the gear position is adjusted to the target shift speed (step 9). Thereafter, the duty valve 50 is turned on through the output port 74 only for a predetermined time, that is, the air chamber 46 is opened to the atmosphere and the clutch meet is performed (step 10). From this step 2, the loop of 6, 8, 9, and 10 is repeated until the gear positions are aligned with the target shift speed.

Next, the starting process will be described with reference to FIGS. 12 (a) and 12 (b). After the completion of the starting process, the vehicle speed signal is read, and if it is below the set value, the starting process is started. First, the control unit 52 selectively reads the clutch connection / disconnection signal through the input port 69, and if the clutch connection / disconnection signal is received, the control unit 52 advances to NO (step 11). Step 12
Then, the CPU 66 outputs an ON signal to the cut valve 49 to disengage (turn off) the clutch 31, and turns off the clutch. If the result of step 11 is YES, it is determined whether or not the change lever position and the gear position are the same as in step 2 (step 13). If NO, the step of adjusting the gear position to the target gear position in step 14 The same control as 9 is performed. When the result of step 13 is YES, it is read from the shift signal whether or not the gear position at which the target gear position is reached is neutral, the process returns to step 11 if YES, and the process proceeds to step 16 if NO (step 15). Here, it is determined whether or not the load signal value as the accelerator depression amount exceeds a specified value (a value that is low enough to indicate the driver's intention to start), and in the case of No, steps 11, 13, 15, and 16 are repeated. , Yes, clutch air pressure, ie air pressure switch 7
The air pressure corresponding to the output signal of 0 is lowered from the tank pressure P0 to the specified value P1 (step 17).

Next, the load signal value as the accelerator position is detected (step 18), and the duty ratio α corresponding to this value is read using the data table of FIG. 3 (step 19). The obtained pulse signal of the optimum duty ratio α is output to the duty valve 50, the clutch air pressure of the air chamber 46 gradually decreases at a predetermined level as time elapses, and the clutch is gradually released by half. The clutch state approaches (step 20). Control unit 5
2 outputs a selection signal to the input port 69 so as to continue inputting the engine speed signal at this point, and the time-dependent engine speed value based on this engine speed signal is sequentially stored in the RAM in the memory 67. The peak point M (an example is shown in FIG. 5) is arithmetically processed, and the process proceeds to No until the peak point M is discriminated.
When 0 and 21 are repeated and a determination is made, the process proceeds to step 22. Here, the peak point M occurs because the engine rotation starts to be transmitted as the rotation of the clutch output shaft 44, so that the engine goes down.

From the time point T1 when the peak value M is detected, the duty valve 50 is held in the ON state. That is, the rotational speed difference is checked while keeping the air pressure constant. The control unit 52 outputs a selection signal to the input port 69 to input the engine speed signal and the clutch output shaft speed signal of the clutch output shaft 44.
Then, the difference in engine speed between the engine and the clutch ((N-N
1)) is calculated at predetermined time intervals, and the change in the rotational speed difference over time is equal to or less than the first set value X1 (see FIG. 6) (in the case where the change over time is zero, it is indicated by a dashed line in FIG. 6). It is determined whether or not it is a horizontal line (step 22).
In the case of yes, the control unit 52 turns on the duty valve 50, bleeds air from the air chamber 46, and gradually connects the clutch (step 23). After this, the change over time in the rotational speed difference between the engine and the clutch changes to the second set value X2 (X1
<X2) It is determined whether or not it is above, and in the case of No, step 23
Then, the loop for keeping the difference in the number of revolutions of the engine and the clutch output shaft constant is repeated.

On the other hand, if the result of step 22 is NO, the change over time in the rotational speed difference between the engine and the clutch will be the third set value y.
It is determined whether or not 2 (X2 <y2) or more (step 2
5). If yes, the duty valve 50 is turned off and shut off, an appropriate amount of on signal is output to the cut valve 49, and the clutch is returned to the appropriate amount in the disengagement direction (step 26). In step 27, it is judged whether or not the change with time in the rotational speed difference between the engine and the clutch is less than or equal to the fourth set value y1, and if no, step 2
Repeat steps 6 and 27, and if yes, go to step 28.
Even if the answer in step 25 is NO, the process proceeds to step 28. At the time when this step 28 is reached, the change in the rotational speed difference between the engine and the clutch over time substantially falls within the shaded area in FIG. The air pressure of the clutch 31 is held at the present state in order to meet the condition for switching to the contact state without taking.

After that, the control unit 52 determines that the difference in rotation speed between the engine and the clutch output shaft is a prescribed value (for example, N
-N1 = about 10 rpm)) It is determined whether or not it is less than or equal to, and the loop of step 22 to step 29 is repeated while it is NO,
At time T2, the process proceeds to step 30. Here, the duty valve 50 is fully opened to perform the clutch meet. After this, that is, after the air cylinder 42 becomes inoperative, the control unit 52 calculates (difference in rotational speed between the engine and the clutch) / (engine rotational speed) as the slip ratio of the clutch, and sets this value as the specified value. Comparison is made, and if the value is equal to or less than the specified value, the process returns, and if it is equal to or more than the specified value, the process proceeds to step 32 (step 31). In step 32, an ON signal as a clutch wear signal is output to the clutch wear lamp 76 through the output port 74 and a drive circuit (not shown) based on the determination that the clutch wear amount is large, and the lighting process is performed.

Next, the shift process will be described with reference to FIGS. 13 and 14. After the start-up process is completed, the control unit 52
Reads the vehicle speed signal, and if it exceeds the set value, shift control processing is started. First, a selection signal is applied to the input port 69 as a shift control means, and it is checked whether or not there is a brake signal (step 33). If YES, it is further checked whether or not there is a clutch engagement signal (step 34). In case of, it returns. In this way, if the clutch is in the engaged state during a sudden braking operation, the gear shifting operation described later is temporarily stopped, unnecessary gear shifting operation is omitted, and intermittent fluctuation of engine braking force during braking due to wasted gear shifting is prevented. , Increase system reliability.

On the other hand, when the process goes to NO in steps 33 and 34, that is, when the sudden braking operation is not performed, or when the clutch is not engaged at the same point even during the sudden braking, the clutch is temporarily brought into engagement. , Together with step 35. Here, the control unit 52 reads the shift signal and determines whether it is the designated gear stage of N, 1, 2, 3 or the selected gear stage of D or the reverse stage. In the case of the designated speed change section, the control unit 52 determines whether or not the change lever position and the gear position are the same as in step 2 (step 3
6) If yes, return and go to step 37. Here, the target shift speed N, 1, 2,
It is one of the three, and it is determined whether or not the current gear stage before the gear shift corresponds to the downshift from the selected gear stage (D). In the case of Yes, an ON signal is output to the cut valve 49 for a predetermined time through the output port 74, the clutch is disengaged (step 38), and further, via the engine control unit 65 to maintain the current engine rotation, The signal is output to the electromagnetic actuator 38, and an operation to prevent engine overrun is performed (step 39). Then, a shift stage corresponding to one shift down from the shift stage before the shift is calculated, and an output signal corresponding to the shift stage is output to each electromagnetic valve 53 of the gear shift unit to adjust the gear position (step 40).

After that, the control unit 52 reads the respective rotation signals of the engine and the clutch output shaft 44, and increases / decreases the engine speed by the electromagnetic actuator 38 via the engine control unit 65 so as to match the engine speed with the rotation of the clutch output shaft 44. The output signal as a signal is output and the rotation matching operation is performed (step 4).
1). After that, an ON signal is output to the duty valve 50 for a predetermined time through the output port 74, and the clutch engagement operation is performed (step 42). The loop consisting of steps 33, 35 to 42 returns once for each shift-down process, and finally enters a loop from step 36 when the gear position is adjusted to the target shift stage. On the other hand, if the result of step 37 is NO, first, the same clutch disengagement operation as in step 38 is performed (step 43). After that, the control unit 52 compares the current gear stage before the gear shift with the target gear stage corresponding to the gear shift signal and determines whether or not the shift is up (step 44). In the case of yes, the operation is performed to output to the electromagnetic actuator 38 via the output port 74 and the microcomputer 65 to return the engine speed to the specified idling speed (step 45). Then, the gear position is output to each electromagnetic valve 53 through the out-hoop port 74 so as to directly match the gear position with the target gear position which is one of N, 1, 2, and 3 as the designated gear position (step 46). After this step 41
Return to and adjust the rotation of the engine to the clutch output shaft to engage the clutch. In addition, in the case of NO in step 44, that is, in the case of downshifting from other than D, the engine rotation hold similar to step 39 is performed (step 4).
7) and returns to step 46.

Next, in step 35, in the case of the selective shift (D) classification, first, the control unit 52 inputs the vehicle speed signal, the load signal and the engine speed signal by the action of the input hoat 69, and the (staple 48,
49, 50), the basic speed D _X (see FIG. 7) from the vehicle speed signal, the first correction value (D _X ) from the load signal (see FIG. 8),
The second correction value [D _X ] (see FIG. 9) is obtained from the engine speed signal, and the optimum shift speed regarded as the target shift speed in this segment is determined (step 51). After that, the same determination as in step 2 is performed to determine whether or not the gear position matches the optimum gear position (step 52), and the process returns with YES,
If no, the process jumps to step 43, and the gear position is adjusted to the target gear position during engagement and disengagement of the clutch.
The process of 3, 44, 45, (47), 46, 41, 42 is completed and the process returns.

Next, in the case of reverse gear classification in step 35, the control unit 52 first determines whether or not the gear position matches the reverse gear as the target gear position in the same manner as in step 2 (step 53), Yes, that is, if the engine is currently in reverse operation, the process returns, and if no, it is a case of an erroneous operation. The clutch is disengaged in the same manner as in step 38 (step 54), and the engine speed similar to that in step 45 is set to the idling speed. The operation of returning to (step 55). Further, in order to return the gear position to the neutral position, it is output to each electromagnetic valve 53 via the output port 74 (step 56), and a warning lamp (not shown) for notifying a shift error is lit (step 5).
7). Thereafter, the clutch and engine rotation adjusting operation and the clutch engaging operation similar to those in steps 41 and 42 are sequentially performed (steps 58 and 59). Here, when the reverse gear is selected as the target gear position during forward traveling, the misshift is notified and the gear position is adjusted to the neutral position.

[0029]

As described above, according to the present invention, automatic shifting is prohibited during braking, so that the braking distance can be kept short and the braking feeling can be kept good, resulting in unnecessary shifting operation. There is an advantage that it can be omitted.

[Brief description of drawings]

FIG. 1 is a schematic overall configuration diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a shift pattern diagram used in the automatic transmission of FIG.

FIG. 3 is a characteristic diagram of a load signal / duty ratio data table used in the automatic transmission of FIG.

4 is a diagram showing an example of changes over time in clutch air pressure of the automatic transmission of FIG.

5 is a diagram showing an example of changes over time in the rotational speeds of the engine and the clutch output shaft of the automatic transmission of FIG.

FIG. 6 is a diagram showing an example of a region in which a change over time in the rotational speed difference between the engine and the clutch output shaft of the automatic transmission of FIG. 1 should be controlled.

FIG. 7 is a conceptual diagram of a data table of a basic shift speed and a vehicle speed used when obtaining an optimum shift speed in the automatic transmission apparatus of FIG.

8 is a conceptual diagram of a data table of a first correction value-engine load used when obtaining an optimum shift speed in the automatic transmission of FIG. 1,

9 is a conceptual diagram of each data table of a second correction value-engine speed used when obtaining the optimum shift speed in the automatic transmission of FIG.

10 is a flowchart of a main routine in a control program used in the automatic transmission of FIG.

11 is a flowchart of a starting routine in a control program used in the automatic transmission of FIG.

FIG. 12 (a) is a front flowchart of a starting routine in a control program used in the automatic transmission of the same as above;
Is a rear flowchart.

13 is a flowchart of a main part of a shift routine in a control program used in the automatic transmission apparatus of FIG.

14 is a partial flowchart of a shift routine in a control program used in the automatic transmission device of FIG.

[Explanation of symbols]

 30 Engine 32 Transmission 31 Clutch 38 Electromagnetic Actuator 39 Rotation Sensor 42 Air Cylinder 43 Clutch Connection / Disconnection Sensor 44 Clutch Output Shaft 45 Clutch Rotation Sensor 46 Air Chamber 49 Cut Valve 50 Duty Valve 51 Gear Shift Unit 52 Control Unit 53 Electromagnetic Valve 55 Speed Change Gear selection switch 56 Gear position sensor 58 Vehicle speed sensor 60 Load sensor 61 Brake pedal 62 Brake sensor

Claims (1)

[Claims] 1. A clutch operating means for driving and controlling an actuator for connecting and disconnecting a clutch between a vehicle engine and a transmission; a gear position switching means for switching a meshing mode of the transmission to a target shift stage; Gear position sensor that outputs a gear position signal corresponding to the gear position of the machine, a vehicle speed sensor that outputs a vehicle speed signal of the vehicle, a brake sensor that outputs a brake signal of the vehicle, and a connection / disconnection signal of the clutch. A clutch engagement / disengagement sensor, and the clutch operating means and the gear position switching means for matching the target gear position determined according to the vehicle speed with the detection output of each sensor with the gear position of the transmission. And a shift control means for inhibiting the shift control to the target shift stage when the brake signal is received. Automatic transmission to.