JPH0454350Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION This invention relates to an automatic transmission device that automatically controls the gear position of a transmission according to the speed of a vehicle as well as controls the engagement and disengagement of a clutch.

Conventionally, the driver operated the change lever unit manually, the control box processed the obtained shift signal, and output a predetermined operating signal to the gear shift unit, which in turn used a booster operated by pneumatic pressure. Gear shift units for so-called finger touch control, which actuate the switching of a transmission, are known, and examples thereof include Utility Model Application No. 144735/1983 and Utility Model Application No. 57/1989.
It is disclosed in the specification and drawings of No.-138832. Although such a device can reduce the driver's fatigue due to gear shifting operations by reducing the shifting operation force of the transmission, it is necessary for the driver himself to engage and disengage the clutch during gear shifting.

This idea was created in view of the problems mentioned above, and is an automatic transmission system that can automatically operate the clutch and transmission without the driver having to engage or disengage the clutch himself. The purpose is to provide.

An embodiment of this invention will be described below with reference to the drawings.

Figure 1 shows the automatic transmission device, which is a diesel engine (hereinafter simply referred to as engine).
30 and a transmission 32 which receives its rotational force via a clutch 31. The engine 30 is equipped with a fuel injection pump (hereinafter referred to simply as the injection pump) 34, which has an input shaft 33 that rotates at 1/2 of the engine rotation speed, and a clutch 35 of this pump is equipped with an electromagnetic actuator 38.
are concatenated. Note that an engine rotation sensor 39 is provided opposite to the input shaft 33 to generate an engine rotation speed signal. The clutch 31 is usually the flywheel 4
0 is pressed against the clutch plate 41 by a well-known clamping means (not shown), and when the air cylinder 42 as an actuator goes into operation from inoperative, the clamping means (not shown) is operated in the releasing direction, and the clutch 31 moves from the tangential direction a to the transverse direction b. (Figure 1 shows the disconnected state). This clutch may be provided with a clutch disengagement sensor for detecting the disengagement state of the clutch. Moreover, a clutch rotation speed sensor 45 is provided on the output shaft 44 of the clutch 31 and outputs a clutch rotation speed signal.
will be set up. Air chamber 46 in air cylinder 42
An air passage 47 is formed extending therefrom, and is connected to an air tank 48 as a high-pressure air source. An electromagnetic air supply valve 49 is installed in the middle of the air passage 47 as an on-off valve for intermittent supply of working air.
Exhaust solenoid valve 5 for opening the air chamber 46 to the atmosphere
0 is attached. Note that air pressure switches 70, 72 for detecting internal air pressure are attached to the air cylinder 42 and the air tank 48, and 70 detects air pressure that is equal to or higher than a specified value corresponding to clutch disengagement.
Further, 72 detects air pressure below a specified value. To change the gear position in the transmission 32, the shift lever (manual gear selection device) 54 is operated to change the gear selection switch 55 to a gear position corresponding to the shift pattern shown in FIG. A gear shift unit 51 serving as gear position switching means is operated based on the shift signal to switch the gear position to a target gear position corresponding to the shift pattern. Here, R is the reverse stage N, 1, 2, 3
indicates the designated gear, and D indicates the selected gear.
When the D range is selected, 2nd to 5th gears are determined based on the vehicle speed and the like in an optimum gear position determination process to be described later.
The gear shift unit 51 includes a plurality of electromagnetic valves (only one shown) 53 operated by control signals from a control unit 52, and high-pressure operating air is supplied from an air tank 48 through these valves to control the transmission (not shown). It has a power cylinder that operates a select fork and a shift fork, and operates the power cylinder according to a control signal given to the electromagnetic valve to change the meshing mode of the transmission 32 in the order of the select direction and then the shift direction. Furthermore, a gear position switch 56 for detecting the gear position is provided opposite to the gear shift unit 51, and a gear position signal from this switch is output to the control unit 52. The output shaft 57 of such a transmission is equipped with a sensor 58 that generates a vehicle speed signal.
will be set up. Further, an accelerator load sensor 60 is attached to the accelerator pedal 37, which causes a resistance change according to the amount of rotation of the accelerator pedal 37 as a voltage value, which is converted into a digital signal by an A/D converter 59 and output. A brake sensor 62 is attached to the brake pedal 61, which outputs a high-level brake signal when the brake pedal 61 is depressed. The flywheel 40 has an engine 30 meshing with a ring gear on its outer periphery at appropriate times.
A starter 63 is installed to start the engine, and its starter relay 64 is connected to the control unit 5.
Connected to 2. Incidentally, reference numeral 65 indicates an engine controller which is attached to the vehicle separately from the control unit 52 and which performs various controls of the vehicle.The engine controller receives input signals from various sensors (not shown) and performs drive control of the engine 30, etc. This engine controller 65 provides a control signal to the electromagnetic actuator 38 of the injection pump 34, and can control the increase/decrease of the engine speed by increasing/decreasing the fuel. In addition, the engine controller 65
can preferentially receive an accelerator load signal or a pseudo accelerator signal as an engine rotation increase/decrease signal from the control unit 52, and can increase or decrease the engine rotation speed in response to such an accelerator signal.

The control unit 52 is composed of a microcomputer dedicated to the automatic transmission, and is composed of a microprocessor (hereinafter simply referred to as CPU) 66, a memory 67, and an interface 68 as an input signal processing circuit. The input port 69 of the interface 68 includes the above-mentioned gear selection switch 55, brake sensor 62, accelerator load sensor 60, engine rotation sensor 39, clutch rotation speed sensor 45, and gear position switch 5.
6. Sensor output signals are input from the vehicle speed sensor 58, the clutch connection/disconnection sensor 43, and both air sensors 70, 72. On the other hand, output port 74
are the above-mentioned engine controller 65, starter relay 64, exhaust solenoid valve 50, and air supply solenoid valve 49.
It can be connected to a plurality of electromagnetic valves 53 and send control signals to each of them. Incidentally, reference numeral 75 indicates a warning lamp which is turned on upon receiving an output through a drive circuit (not shown) when the air pressure in the air tank 48 does not reach a set value. Further, reference numeral 76 indicates a clutch wear lamp which receives an output and lights up when the amount of clutch wear exceeds a specified value. The memory 67 is composed of a ROM (read-only memory) into which programs and data shown in flowcharts in FIGS. 3 to 7 are written, and a RAM for both writing and reading.
That is, in addition to the program, the duty ratio α corresponding to the value of the accelerator load signal is stored in advance as a data table (see Figure 8) in the ROM, and the corresponding value is retrieved from the table at the appropriate time. read out. Furthermore, the above-mentioned gear selection switch 55 outputs a select signal and a shift signal as a gear change signal, and the gear position corresponding to a pair of combinations of these two signals is stored in advance as a data table, and this select signal is stored in advance as a data table. When receiving a shift signal, it performs a table pull-up and transfers the corresponding control signal to the gear shift unit 51.
is output to each electromagnetic valve 53 to adjust the gear position to the target gear position corresponding to the gear shift signal. Furthermore, the gear position signal from the gear position switch 56 is output upon completion of the gear shift, and is used to determine whether all gear position signals corresponding to the select and shift signals have been output, and to issue a signal indicating whether meshing is appropriate or not. . Furthermore, the ROM also stores a data table for determining the optimum gear position based on the vehicle speed, accelerator load, and engine rotation sensor signals when the target gear position is in the selected gear (D) category. put. An example of this is shown in FIGS. 9, 10, and 11, in which the basic gear Dx corresponding to the vehicle speed is read out by the first table lookup, and then the steady range A is read out by the second table lookup.
If there is an engine load, no correction is made, and a first correction value (Dx) corresponding to a downshift or upshift of one gear is read depending on whether the engine load is larger or smaller.
Next, by the third table lookup, if the engine speed is in the steady range B, no correction is made, and if it is larger or smaller than that, the second correction value [Dx] corresponding to a shift up or down of one gear is read. . In the control in category (D), the gear position corresponding to this second correction value is determined as the optimum gear position, and this is regarded as the target gear position.

Here, FIG. 12 shows an output switching circuit of the accelerator load sensor 60 in the control unit 52. The accelerator load signal from the accelerator load sensor 60 is supplied to the engine controller 65 via the movable contact S of the switching relay R.
The movable contact S of the switching relay R is switched in the direction shown by the arrow C when a coil L is excited. It is excited in response to (open) control, that is, when the clutch 31 is disengaged. Further, during this clutch disengagement control, the pseudo accelerator signal output circuit 78 outputs a pseudo accelerator signal for smoothly engaging and disengaging the clutch 31. In this case, the pseudo accelerator signal is output from the switched relay R. is supplied to the engine controller 65 via a movable contact S. A diode D is interposed between the input line A of the engine controller 65 and the output line B of the pseudo accelerator signal output circuit 78, bypassing the switching relay R and moving forward to the engine controller 65 side.

In this embodiment, the switching relay R that switches between the signal corresponding to the accelerator operation from the accelerator load sensor 60 side and the pseudo accelerator signal from the pseudo accelerator signal output circuit 78 includes, for example, a mechanical relay R. is used, and this switching relay R
By interposing a forward-directed diode D in parallel with the output line B of the pseudo accelerator signal output circuit 78 and the input line A of the engine controller 65, the movable contact S can receive the pseudo accelerator load sensor 60 from the accelerator load sensor 60 side. Abnormal engine control during the blank period (time lag) between switching to the accelerator signal output circuit 78 side is prevented.

That is, the operation of the automatic transmission device configured as described above will be explained with reference to the flowcharts shown in FIGS. 3 to 7.

In FIG. 3, when the program starts, the control unit 52 enters the start process unless there is an engine stop interruption. After the start process is completed, a vehicle speed signal is input from the vehicle speed sensor 58, and if the value is less than a specified value (for example, 2 km/h to 3 km/h), a start process is performed, and if it is above, a gear change process is performed. However, if the engine speed signal from the engine speed sensor 39 falls below the set value as the engine stall speed, the control unit 52 sends an on-open control signal to the air supply solenoid valve 49 to disconnect (off) the clutch 31. , supplies an on/close control signal to the exhaust electromagnetic valve 50.

Next, the starting process will be explained with reference to FIG. The engine rotation speed signal is input from the engine rotation sensor 39, and it is checked in step 1 (hereinafter the step is indicated as S in the figure) whether or not the value is within the engine stop range, and when the engine is stopped, the process advances to YES. Here, whether or not the position of the change lever 54 and the gear setting position are the same, that is, the shift signal from the gear selection switch 55 and the gear position signal from the gear position switch 56 are the same, and the gear selection switch 55 It is determined whether the gear position of the transmission 32 is aligned with the target gear position (in the case of D range, the maximum gear ratio, for example, 2nd gear, is set in advance) (step 2), and the Then, a drive signal is supplied to the starter relay 64 via a drive circuit (not shown), and a starter switch (not shown) is operated to turn the starter 63 (step 3). When the target gear position is set to neutral N by the change lever 54 and the engine is started, it is further checked whether the detection signal of the air pressure switch 72 exceeds the set value (step 5), and the process returns with a YES result. If there is no air pressure, wait until the air tank 48 reaches the specified air pressure and complete Step 5. On the other hand, even if the target gear position is set to a high gear ratio, if the target gear position and the gear position of the transmission 32 match, the starter 63 can be started. In this case, the wheels are rotated by a starter. If the answer is NO in step 2 above, check whether there is air pressure (step 6),
If the answer is no, a lighting control signal is supplied to the warning lamp 75 (step 7), and if the answer is yes, or if it is returned to yes by external air supply, the output port 74 is used to disconnect the clutch 31.
An on (open) control signal is supplied to the air supply solenoid valve 49 and an on (close) control signal is supplied to the exhaust solenoid valve 50 through the air supply solenoid valve 49 and the exhaust solenoid valve 50, respectively (step 8). During this clutch disengagement, the gear shift unit 51 transmits a shift control signal corresponding to the target gear to the control unit 52.
The gear position of the transmission 32 is adjusted to the target gear position (step 9). Thereafter, an off (open) control signal is supplied to the exhaust electromagnetic valve 50 via the output port 74 for a predetermined period of time, that is, the air chamber 46 of the air cylinder 42 is opened to the atmosphere and the clutch is engaged (step 10). . From this step 2, 6, 8,
The loops of steps 9 and 10 are repeated until the gear position is aligned with the target gear position.

Next, the starting process will be explained with reference to FIG. After the start process is completed, the vehicle speed signal is read from the vehicle speed sensor 58,
If this falls below the set value, the vehicle will start processing.
First, the CPU 66 of the control unit 52 controls the clutch connection/disconnection sensor 43 or the air pressure switch 7.
0, the clutch engagement/disengagement signal is selectively read through the input port 69, and if the clutch engagement signal is received, the process advances to NO (step 11). In step 12, the CPU 66 supplies an on (open) control signal to the air supply solenoid valve 49 to turn off the clutch 31. If the answer is yes from step 11, the same determination as step 2 is made as to whether the change lever position and gear position are the same (step 13), and if no, the gear position is adjusted to the target gear position in step 14. Perform the same control as in step 9. If you proceed to step 13 with YES,
Whether or not the gear position at which the target gear has been reached is neutral N is read from the shift signal from the gear selection switch 55. If YES, the process returns to step 11, and if NO, the process proceeds to step 16 (step 15). Here, it is determined whether the accelerator load signal as the amount of accelerator depression is greater than or equal to a specified value (a low value that indicates the driver's intention to start), and if no, steps 11, 13,
Repeat steps 15 and 16, and if yes, the air pressure of the clutch air cylinder 42, that is, the air pressure switch 70
The air pressure corresponding to the output signal of the air tank 48 is lowered from the tank pressure _P0 of the air tank 48 to the specified value _P1 (step 17). Next, the load signal value as the accelerator position is detected by the accelerator load sensor 60 (step
18) Read the duty ratio α corresponding to this value using the data table in Figure 8 (step
19). The obtained pulse control signal with the optimum duty ratio α is output from the control unit 52 to the exhaust solenoid valve 50, and the clutch air pressure in the air chamber 46 gradually decreases at a predetermined level as time passes, as shown in FIG. However, the clutch 31 gradually approaches the half-clutch state (step 20).
At this point, the CPU 66 is the engine rotation sensor 39.
A selection signal is output to the input port 69 to continue inputting the engine rotation speed signal, and the engine rotation value over time based on this engine rotation speed signal is sequentially stored and processed in the RAM in the memory 67, and the peak point M (An example is shown in Figure 14)
The process proceeds to NO and steps 18, 19, 20, and 21 are repeated until the peak point M is determined, and once the peak point M is determined, the process proceeds to step 22. In addition, here the peak point M
This occurs because the rotation of the engine 30 begins to be transmitted as the rotation of the clutch output shaft 44, causing the clutch output shaft 44 to slow down.

From the time T1 when the peak point M is detected in this way,
The exhaust solenoid valve 50 is kept on (closed) controlled. And CPU 66 is input port 69
In addition to the engine rotation speed signal from the engine rotation sensor 39, a selection signal is output to input the clutch output shaft rotation speed signal of the clutch output shaft 44 from the clutch rotation speed sensor 45. Then, the rotation speed difference between the engine 30 and the clutch 31 (shown as N-N1 in FIG. 14) is calculated at predetermined intervals, and the change over time of the rotation speed difference N-N1 is calculated as (see Figure 15) or less (step 22). If yes, the CPU 66 of the control unit 52 turns off (opens) the exhaust electromagnetic valve 50 to release the compressed air in the air chamber 46.
Gradually engage clutch 31 (step 23).
After this, the change over time of the rotational speed difference N-N1 between the engine 30 and the clutch 31 becomes the second set value x2 (x1<x2).
If the answer is NO, the process returns to step 23 and repeats a loop in which the rotational speed difference N-N1 between the engine 30 and the clutch output shaft 44 is kept constant. on the other hand,
If the answer is NO in step 22, the change over time of the rotational speed difference N-N1 between the engine 30 and the clutch 31 will be determined by the third
It is determined whether or not the set value y2 (x2<y2) is greater than or equal to the set value y2 (step 25). If YES, an appropriate amount of ON (open) control signal is supplied to the air supply solenoid valve 49, and the clutch 31 is returned to the OFF direction a by an appropriate amount (step 26). step 27
Then, the rotational speed difference between the engine 30 and the clutch 31 is N-
It is determined whether the change over time of N1 is less than or equal to the fourth set value y1, and if no, steps 26 and 27 are repeated, and if yes, proceed to step 28. Note that if the answer is NO in step 25, the process also proceeds to step 28. This step 28
At the time when the rotational speed difference N-N1 between the engine 30 and the clutch 31 reaches the point in time, the change over time of the rotational speed difference N-N1 almost falls within the shaded area in FIG. The air pressure in the clutch 31 and air cylinder 42 is held at the current state so that conditions can be established for switching to the engaged state without taking too much time. Thereafter, the CPU 66 of the control unit 52 determines whether the rotational speed difference between the engine 30 and the clutch output shaft 44 is a specified value (for example, N-
N1=approximately 10 rpm) or less, and if NO, repeat the loop from step 22 to step 29, and at time T2 of YES, proceed to step 30. Here, the exhaust solenoid valve 50 is connected to the control unit 5.
2, fully open it and perform clutch meat. After this, that is, after the air cylinder 42 becomes inactive
The CPU 66 calculates the slip rate of the clutch 31 ((revolution speed difference between engine and clutch)/(engine speed), compares this value with a specified value, returns if it is less than the specified value, and returns to step 32 if it is greater than the specified value. Proceed to (Step 31). In step 32, since it is determined that the amount of clutch wear is large, a lighting control signal as a clutch wear warning signal is outputted to the clutch wear lamp 76 via the output port 74 and a drive circuit (not shown), and the clutch wear lamp 76 is turned on.

Next, the speed change process will be explained with reference to FIGS. 6 and 7. After the start-up process is completed, the control unit 5
The second CPU 66 reads the vehicle speed signal from the vehicle speed sensor 58, and if the signal exceeds a set value, starts the speed change process. First, a specified signal is given to the input port 69, and it is checked whether or not there is a brake signal from the brake sensor 62 (step 33). If YES, there is also a clutch engagement signal from the clutch engagement/disengagement sensor 43 or the air pressure switch 70. Check whether it is true (step 34) and return if yes. In this way, if the clutch is engaged during a sudden braking operation, the gear shifting operation, which will be described later, is temporarily blocked. On the other hand, if steps 33 and 34 result in no, that is, there is no sudden braking operation, or if the clutch is disengaged even during sudden braking, the process proceeds to step 35. Here, the gear shift signal from the gear selection switch 55 is read, and it is divided into three categories: N, 1, 2, and 3 designated gears, D selected gear, and R reverse gear. Separate. In the case of the specified gear stage classification, the same determination as in step 2 above is made as to whether or not the set position of the change lever 54 and the gear position of the transmission 32 are the same (step 36), and if YES, return, and if NO, proceed to step 37. Proceed to. Here, the target gear according to the gear shift signal from the gear selection switch 55 is one of N, 1, 2, and 3, and the current gear before shifting is the selected gear (D). It is determined whether this corresponds to a downshift from the selected gear (D). If YES, an on (open) control signal is supplied to the air supply solenoid valve 49 for a predetermined period of time via the output port 74 of the control unit 52, and the clutch is disengaged (step 38).
In this case, if the clutch is disengaged to perform a gear shift process while driving and there is no engine load, the engine speed may suddenly increase in response to the accelerator load signal. In order to maintain the current engine rotation, the switching relay R in FIG. 12 of the control unit 52 is switched by the excitation of the coil L, and supplies a pseudo accelerator signal to the engine controller 65 via the output port 74.
The electromagnetic actuator 38 is activated. That is, by supplying a pseudo accelerator signal to the engine controller 65 in order to maintain the current engine speed in a state where there is no engine load due to the clutch disengagement operation, overrun of the engine speed is prevented (step 39).

In this case, a diode D is connected in parallel to the switching relay R and in a forward direction from the output line B of the pseudo accelerator signal to the input line A of the engine controller 65, and the movable contact S of the switching relay R is connected to the accelerator load sensor. By adopting a configuration in which the pseudo accelerator signal is supplied as soon as the movable contact S leaves the accelerator load sensor 60 side, the period from when the movable contact S leaves the accelerator load sensor 60 side until it is connected to the pseudo accelerator signal output circuit 78 side, that is, the period indicated by the arrow C Even during the switching time lag period of the movable contact S as shown in FIG. There is no fear that it will run out of control or stop.

Here, the possibility of abnormal engine control due to the time lag of the switching relay R is not simply limited to the state in which the input line A of the engine controller 65 becomes high impedance, but in short, the possibility that the movable contact S floats in the air is a possibility. Therefore, there is a risk that an unknown signal that is not controlled in any way may be mixed into the input line A of the engine controller 65. Therefore, when the movable contact S is disconnected from the accelerator load sensor 60 side, the diode D If the pseudo accelerator signal is obtained from the pseudo accelerator signal output circuit 78 via The possibility of abnormal control can be eliminated.

In this case, for example, even if the switching relay R is not a mechanical type but a non-contact type, the input signal of the engine controller 65 is extremely likely to become a non-control signal state when switching to the pseudo accelerator signal. Although it exists for a short time, it is particularly important for automatic transmissions to have a fail-safe function that controls the increase/decrease of engine speed using a pseudo accelerator signal. Alternatively, regardless of the non-contact type, it is extremely preferable in practice to have a fail-safe function associated with switching.

In this way, when the engine rotation is controlled by the accelerator pseudo signal in response to the clutch disengagement operation,
Find the gear position corresponding to a downshift of one gear from the gear position before the shift, that is, the gear position to be changed (3rd gear if it is 4th gear before shifting, 2nd gear if it is 3rd gear before shifting),
A shift control signal for switching to the target gear is supplied to each electromagnetic valve 53 of the gear shift unit 51 to control the gear position of the transmission 32 (step 40). Thereafter, each rotation signal of the engine 30 and the clutch output shaft 44 is read from the engine rotation sensor 39 and the clutch rotation speed sensor 58, and the output port 74 of the control unit 52 is adjusted to match the engine rotation speed to the rotation of the clutch output shaft 44. A pseudo accelerator signal is supplied to the engine controller 65 from the engine controller 65, and a control signal as an engine rotation increase/decrease signal is supplied to the electromagnetic actuator 38 to perform a rotation adjustment operation (step
41). Thereafter, the control unit 52 supplies an on (open) control signal to the exhaust electromagnetic valve 50 for a predetermined period of time to engage the clutch (step 42).
After this, the loop consisting of steps 33, 35 to step 42 is repeated once for each downshift process for each stage.
When the gear position is finally adjusted to the target gear position, the process enters a loop that returns directly from step 36. On the other hand, if the result in step 37 is NO, the clutch is first disengaged in the same manner as in step 38 (step 43). Thereafter, the CPU 66 compares the current gear before shifting with the target gear corresponding to the shift signal from the gear selection switch 55 and determines whether or not it is an upshift (step 44). If YES, a pseudo accelerator signal is supplied from the output port 74 of the control unit 52 to the engine controller 65 to drive and control the electromagnetic actuator 38.
Return the engine speed to the specified idling speed (step 45). and transmission 32
N, 1, 2, 3 as the specified gear position
The control unit 52 supplies a speed change control signal to each electromagnetic valve 53 of the gear shift unit 51 so as to directly match the target speed, which is one of the speeds (step 46). Thereafter, the process returns to step 41 and the rotation of the engine 30 is matched to the clutch output shaft 44 to perform clutch engagement control. If the answer is NO in step 44, that is, if the downshift is from a position other than D, the engine rotation is held in the same manner as in step 39 (step 47), and the shift is continued in step 46.
Return to

Next, in step 35, in the case of the selected gear (D) category, the CPU 66 first inputs the vehicle speed signal, load signal, and engine speed signal from the vehicle speed sensor 58, accelerator load sensor 60, and engine rotation sensor 39 to the input port 69. Enter via
(Steps 48, 49, 50), the basic gear position is determined from the vehicle speed signal.
Dx (see Fig. 9), the first correction value (Dx) (see Fig. 10) from the accelerator load signal, and the second correction value [Dx] (see Fig. 11) from the engine rotation speed signal. The optimum gear position to be regarded as the target gear position is determined (step 51). Thereafter, it is determined whether the gear position of the transmission 32 matches the optimum gear position in the same manner as in step 2 (step 52), and the process returns with a YES result. If the answer is NO, the program jumps to step 43, completes steps 43, 44, 45, 47, 46, 41, and 42 of adjusting the gear position to the target gear speed while the clutch is engaged and disengaged, and then returns.

Next, in step 35, in the case of the reverse gear (R) classification, the CPU 66 first determines whether or not the gear position of the transmission 32 matches the reverse gear (R) as the target gear, in the same manner as in step 2 above. (step 53), and returns if YES, that is, if the backup is currently in operation. Also, if no, i.e.
In the case of an erroneous operation, the clutch is disengaged in the same manner as in step 38 above (step 54), and the electromagnetic actuator 38 is driven by the controller unit 52 via the engine controller 65 in order to return the engine rotation to the idling speed in the same manner as in step 45. Control. Furthermore, the gear shift unit 51
control the electromagnetic valve 53 to return the gear position of the transmission 32 to neutral (N) (step 56);
The lighting of a warning lamp (not shown) that indicates a gear shift error is controlled (step 57). Thereafter, the rotation adjustment of the clutch 31 and the engine 30 and the clutch engagement operation similar to steps 41 and 42 are performed in sequence (steps 58 and 59). Here, if the reverse gear is selected as the target gear while the vehicle is traveling forward, a misshift will be notified and an operation will be performed to adjust the gear position to neutral (N).

Therefore, not only can the clutch 31 be opened and closed and the transmission 32 be changed automatically, but also by providing the output switching circuit for the accelerator load sensor 60 shown in FIG. 12,
The rotation matching control between the engine 30 and the clutch 31 is now performed reliably, and the clutch 3
The connection/disconnection operation in step 1 can be performed more smoothly.
In this case, since a diode is arranged in parallel from the pseudo accelerator signal side in the output switching circuit, there is no possibility that the engine controller 65 will malfunction due to the switching time lag of the movable contact.

In the above embodiment, a shift pattern having five ranges R, 1, 2, 3, and D was shown, but the present invention is not limited to this. For example, a second selection gear stage D2 may be provided. You can. In this case, the division operation in step 35 may be replaced with a four-division operation, and the same operation as the first speed operation in steps 48 to 52 may be performed when the fourth division is selected.

As described above, according to this invention, there is no need for the driver to engage or disengage the clutch, and the clutch and transmission can be automatically controlled in accordance with the target gear position. In addition, a safety circuit with diodes arranged in parallel has been installed in the switching circuit for supplying pseudo-acceleration signals to the engine controller, so that when the clutch is engaged or disconnected, the rotational speeds of the engine and the clutch can be matched without malfunction. This enables extremely smooth automatic gear shift control.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing an automatic transmission according to an embodiment of the invention, FIG. 2 is a diagram showing shift patterns of the automatic transmission, and FIGS. 3 to 7 are control diagrams of the automatic transmission. Flowchart showing the program; FIG. 8 is a schematic diagram showing a data table of duty ratio corresponding to accelerator load signal/time used to execute the control program; FIG.
Figures 1 to 11 show data on vehicle speed - basic gear, engine load - first correction value, and engine speed - second correction value, respectively, which are used when determining the optimum gear in the selected gear division of the control program. A schematic diagram showing an example of the table, FIG. 12 is a diagram showing the accelerator load sensor output switching circuit of the above automatic transmission, FIG. 13 is a diagram showing an example of the change in clutch air pressure over time, and FIG. 14 is a diagram showing the engine and clutch output. FIG. 15 is a diagram illustrating an example of a change over time in the rotational speed of each shaft. FIG. 30...Engine, 31...Clutch, 32...
...Transmission, 42...Air cylinder, 46...Air chamber, 47...Air passage, 49...Air supply solenoid valve,
50... Exhaust solenoid valve, 51... Gear shift unit, 52... Control unit, 56...
Gear position switch, 60... Accelerator load sensor, 65... Engine controller, 77... Clutch connection/disconnection control circuit, 78... Pseudo accelerator signal output circuit, R... Accelerator sensor output switching relay, D... Diode.

Claims (1)

[Claims for Utility Model Registration] Clutch control means for controlling the release and engagement of a clutch interposed between the engine and transmission of a vehicle, and selection of vehicle speed, engine load, and manual speed selection device. automatic shift control means for causing the transmission to achieve a gear position according to vehicle running conditions such as speed position, and the automatic shift control means for releasing the clutch by the clutch control means when shifting the transmission; a transmission control device that engages the clutch again by the clutch control means after the transmission is shifted by the transmission means; an accelerator sensor that detects the amount of rotation of the accelerator pedal; pseudo accelerator signal output means for outputting a pseudo accelerator signal for controlling the rotation speed to match the rotation speed of the clutch according to the gear shifting state;
an engine controller that is connected to the accelerator sensor and the pseudo accelerator signal output means via a switching means and controls the operating state of the engine according to a signal from either one; In an automatic transmission device configured to receive a clutch release activation signal from the clutch control means and connect the pseudo accelerator signal output means and the engine controller, the automatic transmission is provided in parallel with the switching means and outputs the pseudo accelerator signal. An automatic transmission device comprising a rectifying element interposed in a forward direction from an output line of the means to an input line of the engine controller.