JPH0529577Y2 - - Google Patents

Description

[Detailed explanation of the invention] [Purpose of the invention] (Field of industrial application) The invention electronically controls a friction clutch interposed between an engine and a transmission via an actuator, and also controls the meshing of the transmission. The present invention relates to a vehicle transmission control device that electronically controls the position via gear position switching means.

(Prior art) In recent years, automatic transmission devices that can automatically select a gear position according to the driving conditions of the vehicle have been developed in order to reduce the burden of driving operations on the driver of large freight vehicles, passenger cars, etc. It is considered.

Conventional automatic transmissions are aimed exclusively at small passenger cars, and are planetary gear type transmissions in which a fluid coupling such as a torque converter is interposed between the engine and the planetary gear type transmission, and pressure oil is used as the control medium. A type equipped with a means for changing the gear position of the machine is common.

An important point when developing automatic transmission systems for large freight vehicles is that, since the number of vehicles produced is significantly smaller than that of passenger cars, designing new expensive torque converters is not an option due to cost considerations. Therefore, it is desirable to use drive systems such as friction clutches and transmissions as they are, including existing production equipment. For this reason, in 1987,
As in Japanese Patent No. 69854, it has been proposed to utilize conventional friction clutches and gear type transmissions to realize automatic transmissions.

In such automatic transmissions, when the shift actuator is actuated to execute gear-type transmission gear changes based on instructions from a shift specifying means such as a shift lever, the engine rotation is within a range that does not overrun. Generally, a shift is performed only during the shift, but the conventional example described above uses a method of determining overrun based on the current engine rotation (main shaft rotation speed) and the change in gear ratio due to the shift.

(Problem that the invention aims to solve) However, when overrun judgment is performed with this method, when instructing a shift from a state where the transmission is in neutral (N) and coasting, the engine rotation after the shift is Since the number cannot be calculated accurately, an appropriate overrun judgment cannot be made.

As a countermeasure to this problem, a method of determining based on the vehicle speed and the gear ratio after shifting may be considered, but when using this method to prevent engine overrun after shifting under the above situation, it is necessary to Detection information is extremely important, and a malfunction in the vehicle speed sensor can easily cause engine overrun, and a minor sensor malfunction can lead to major engine damage.

In addition, failure of the vehicle speed sensor can be easily determined by comparing the presence or absence of rotation on the input side of the transmission with the presence or absence of the vehicle speed sensor output, but this method is not recommended when coasting in neutral as described above. cannot be used.

The present application was devised against the above background, and aims to accurately detect a failure of a vehicle speed sensor during coasting in neutral, and to reliably prevent engine overrun when a shift instruction is subsequently issued. This is the purpose.

[Structure of the invention] (Means and effects for solving the problem) A friction clutch connected to an engine, a hydraulic clutch actuator for operating this friction clutch, and a gear type transmission connected to the friction clutch, Gear position detection means detects the gear position of the gear type transmission, and if the gear position detection means detects the gear neutral and the vehicle speed change is large, the shift lever is subsequently moved. This is an automatic transmission device for a vehicle, comprising a shift control means for shifting once to the previous gear. In other words, if the vehicle speed changes significantly when the neutral gear is detected, it is determined that the vehicle speed sensor is malfunctioning.

(Operation) According to the present invention, if it is detected that the rate of change in vehicle speed detected by the vehicle speed sensor at the time of neutral designation is greater than a predetermined value, it is determined that the vehicle speed sensor is malfunctioning. If a shift instruction is given after this failure is detected, the gear is shifted to a gear before neutral, thereby reliably preventing engine overrun.

(Embodiment) An automatic transmission device according to an embodiment of the present invention will be described below with reference to the drawings. As shown in FIG. 1, this automatic transmission system includes a diesel engine (hereinafter referred to as engine) 11 and its output shaft 1.
The gear transmission 17 receives the rotational force of 3 through a mechanical friction clutch (hereinafter simply referred to as a clutch) 15. This gear type transmission has a function of transmitting the driving force from the engine 11 to the driving wheels. A fuel injection pump (hereinafter simply referred to as an injection pump) 21 is attached to the engine 11 and has an input shaft 19 that rotates at half the rotation speed of the output shaft 13 of the engine 11. An electromagnetic actuator 25 is connected to the control rack 23, and an input shaft 19
An engine rotation sensor 27 is attached to generate a rotation speed signal of the output shaft 13 of the engine 11.
The clutch 15 presses the clutch plate 31 against the flywheel 29 by a well-known clamping means (not shown), and when the air cylinder 33 as an actuator for the clutch shifts from a non-operating state to an operating state, the clamping means operates in the releasing direction. , the clutch 15 changes from the connected state to the disconnected state (FIG. 1 shows the closed state). Note that a clutch stroke sensor 35 is attached to this clutch 15 to detect the disconnected state or connected state of the clutch 15 based on the clutch stroke amount.
Instead of this, a clutch touch sensor 37 may be used. In addition, the input shaft 39 of the gear type transmission 17
A clutch rotation speed sensor 41 is attached to the clutch rotation speed sensor 41 which generates a signal of the rotation speed of the input shaft 39 (hereinafter referred to as the clutch rotation speed). An air passage 43 is connected to the air cylinder 33, which is connected via a check valve 45 to a pair of air tanks 47 and 49 as a high-pressure air source. In the middle of the air passage 43, there are normally closed electromagnetic valves X1 and X2 connected in parallel as opening/closing means for duty-controlling the supply of working air, and a duty-controlled solenoid valve for opening the inside of the air cylinder 33 to the atmosphere. Normally closed solenoid valves Y1 and Y2 connected in parallel with each other and a three-way solenoid valve W provided upstream of the solenoid valves X1 and X2 are provided. This solenoid valve W is connected to the air tanks 47 and 49 while the vehicle is running, and is connected to the atmosphere when the power is turned off. The above-mentioned solenoid valves X1, X2 and solenoid valves Y1, Y2 are used alternately or when one breaks down, the other is used, and when the vehicle is running and the clutch 15 is disengaged, the clutch 15 is FIG. 5 shows the control of each electromagnetic valve when the clutch 15 is slowly disengaged, when the clutch 15 is loosely engaged, and when the clutch 15 is engaged. By controlling the opening and closing of these electromagnetic valves, the engagement and engagement of the clutch 15 and the duration of the engagement are controlled. Of the pair of air tanks 47 and 49, one of the air tanks 49 is for emergency use and when there is no air in the main air tank 47, a solenoid valve 55 is opened to supply air. Attached to 49 are air sensors 57 and 59 that output an ON signal when the internal air pressure falls below a specified value. To change the gear position of the gear type transmission 17 that achieves each gear stage, the driver operates the change lever 61 to a shift position corresponding to the shift pattern shown in FIG. 2, for example. Based on the shift signal obtained by switching the gear selection switch 63, a gear shift unit 65 as gear position switching means is operated to switch the gear position to a target gear position corresponding to the shift pattern, and the gear position is displayed on the gear position indicator 67. I try to do that. Here, R indicates reverse gear, N and N
1 indicates neutral, 1, 2, 3, 4, and 5 indicate the respective specified gears, and PW, D indicate any automatic gear from 2nd to 7th gear.
When a range is selected, 2nd to 7th speeds are automatically determined based on the driving conditions of the vehicle by the optimum gear stage determination process described later. Furthermore, as shown in Figures 3a and b, which represent the shift ranges of PW, which is a powerful automatic gear, and D, which is an economy automatic gear, the shift ranges are different for upshift and downshift, respectively. The timing of shifting from speed to speed 7 is as follows:
The PW range is set on the high speed side to cope with high vehicle loads. Further, when the driver depresses the brake pedal 69 or operates an exhaust brake device (not shown), different pre-programmed shift maps are selected accordingly, and the PW Three shift maps are prepared for each range and D range. The gear shift unit 65 includes a plurality of electromagnetic valves (only one is shown in FIG. 1) 73 which are actuated by an actuation signal from a control unit 71, and which actuate high pressure from the air tanks 47 and 49 via these solenoid valves 73. It has a pair of power cylinders (not shown) to which air is supplied to actuate a select fork and a shift fork (not shown) of the gear type transmission 17, and each power cylinder is operated by an actuation signal given to the solenoid valve 73 to select. , and shifts in order to change the meshing state of the gear type transmission 17. Furthermore,
The gear shift unit 65 includes a gear position switch 75 as a gear position sensor that detects the position of each gear.
Gear position signals from these gear position switches 75 are output to the control unit 71. A vehicle speed sensor 79 is attached to the output shaft 77 of the gear transmission 17 to generate a vehicle speed signal, and the accelerator pedal 81 generates a resistance change in the form of a voltage value according to the amount of depression of the accelerator pedal 81.
An accelerator load sensor 85 is attached to which the converter 83 converts the signal into a digital signal and outputs the signal. A brake sensor 87 is attached to the brake pedal 69, which outputs a high-level brake signal when the brake pedal 69 is depressed, and the brake sensor 87 engages the ring gear on the outer periphery of the flywheel 29 at the appropriate time to start the engine 11. A starter 89 is installed, and its starter relay 91 is connected to the control unit 71. In addition,
The reference numeral 93 in the figure indicates a microcomputer that is attached to the vehicle separately from the control unit 71 and performs various controls on the vehicle.
1 drive control, etc. This microcomputer 93 gives an operating signal to the electromagnetic actuator 25 of the injection pump 21, and controls the increase/decrease in the rotational speed of the output shaft 13 of the engine 11 (hereinafter referred to as engine rotational speed) by increasing/decreasing the fuel. That is, the engine speed is increased or decreased in accordance with an output signal from the control unit 71 as an engine speed increase/decrease signal.

The control unit 71 is a microcomputer dedicated to the automatic transmission, and is composed of a microprocessor (hereinafter referred to as CPU) 95, a memory 97, and an interface 99 as an input signal processing circuit. The input port 101 of the interface 99 has the above-mentioned gear selection switch 63, brake sensor 87, accelerator load sensor 85, engine rotation sensor 27, clutch rotation speed sensor 41, and gear position switch 7.
5, vehicle speed sensor 79, and clutch touch sensor 37
(used to detect the disconnected state or connected state of the clutch 15 in place of the clutch stroke sensor 35), the clutch stroke sensor 35, the air sensors 57, 59, the hill start assist switch 103 and the first speed start switch 105, which will be described later. An output signal is input. The slope start assist switch 103 is a system (hereinafter referred to as AUS) that prevents the vehicle from moving backward when starting the vehicle on an uphill slope.
The air is supplied to the air master 109 of the wheel brake 107 using a solenoid valve (hereinafter referred to as MVQ) 111.
The vehicle is started while being controlled via the
MVQ111 is controlled by control unit 71
It will be done at In addition, the first speed start switch 105
This is to achieve a 1st speed start in the PW range or D range, and by turning it ON, a 1st speed start is performed in automatic shift operation. On the other hand, the output port 113 is connected to the above-mentioned microcomputer 93 and starter relay 91.
and solenoid valves X1, X2, Y1, Y2, W, 73, 1
11, respectively, and output signals can be sent to these. In addition, the code 115 in the figure indicates that when the air pressure in the air tanks 47 and 49 does not reach the set value,
This is an air warning lamp that is turned on in response to an output from a drive circuit (not shown), and reference numeral 117 is a clutch warning lamp that is turned on in response to an output when the amount of friction of the clutch 15 exceeds a specified value.

The memory 97 is composed of a read-only ROM in which programs and data shown in flowcharts in FIGS. 6 to 33 are written, and a write-purpose RAM. That is, in addition to the above program, the ROM contains a solenoid valve X1 corresponding to the accelerator load signal,
The duty rates α of X2, Y1, and Y2 are stored in advance as a map as shown in FIG. 4, and the corresponding values are read out by referring to this map as appropriate. The above-mentioned gear selection switch 63 outputs a select signal and a shift signal as a gear change signal, but the gear position corresponding to a pair of combinations of these signals is stored in advance as a data map, and the select signal and shift signal are stored in advance. When receiving the signal, it refers to this map and outputs a corresponding output signal to each electromagnetic valve 73 of the gear shift unit 65 to adjust the gear to the target gear position corresponding to the gear shift signal. In this case, the gear position signal from the gear position switch 75 is output upon completion of shifting, and it is determined whether all gear position signals corresponding to the select signal and shift signal have been output, and a signal indicating whether the meshing is normal or abnormal is output. It is used to emit. Furthermore, when a target gear exists in the PW range or D range, the ROM contains a third gear for determining the optimum gear based on vehicle speed, accelerator load, and engine rotation signals.
Shift maps as shown in Figures a and b are also stored.

Next, the operation of this embodiment will be explained with reference to FIGS. 6 to 33. First, before explaining the operation, the case where the flag used in each flowchart is set to "1" will be explained.

DELFLG…HAFLG for 1 second after clutch connection
...When the start process starts, CNGFLG...If the change is not completed during the start and start process,
RFLG... Accelerator pseudo signal after start If VAC is released, NEWFLG... Accelerator pseudo signal after start
If VAC is being released, HFLG…LE at startup
When point correction is performed, ENSTFLG...If the engine rotation speed NE falls below the engine stall prevention rotation when the vehicle speed decreases, ONFLG...If the clutch starts to be engaged when starting downhill, PFLG...The engine rotation speed NE peaks when starting. When the peak point is reached, VFLG...The current accelerator opening VA when the peak point is reached when starting
is 50% or more, NEFLG...If the engine speed NE falls below 400 rpm when starting,
XFLG…If ΔNE is rising when starting,
YFLG…If ΔNE suddenly decreases when starting,
LEFLG…If the clutch is connected to the LE point,
SSFLG…If you step on the brake when the brake fails, GFLG…Accelerator pseudo signal when changing gears
When outputting VAC, FSSFLG...When FSS is on
When a temporary shift to 2nd is completed, AirFLG...When it is determined that air is to be introduced into the clutch actuator, PPFLG...When a vehicle speed sensor error is detected when in neutral, OFFFLG...When the clutch is released from neutral "N" when in double clutch. In case, EOCFLG...If A/D conversion completion signal is not recognized for 1 second, CLFLG...MV _X 1 and MVX2,
Flag for alternate use of MVY1 and MVY2, ER1
FLG…If an unchangeable error occurs,
ER2FLG...If an error occurs that allows a response only when the lever is set to N, ER3FLG...An error that ignores overrun occurs, ER4FLG...If an error occurs only in the PL (pilot lamp), SV1FLG
...If the output value of the cylinder side sensor (SVC1) is outside the specified value, SV2FLG...If the output value of the lever side sensor (SVC2) is outside the specified value, MX
1FLG...If the MVX1 output feedback is abnormal, MX2FLG...If the MVX2 output feedback is abnormal, MY1FLG...If the MVY1 output feedback is abnormal, MY2FLG...
If the MVY2 output feedback is abnormal,
ECLFLG...If the clutch actuator or clutch rotation sensor is abnormal, SLFLG...If the lever side sensor detects clutch wear, OPFLG...If the OP SW is turned on,
NFLG...When engine rotation input is received,
NCLFLG…When clutch rotation input is received,
OFDFLG…When the clutch is engaged after the low speed gear.

First, as shown in FIG. 6, when the program starts, the control unit 71 clears each flag, counter, and memory (step
A1), when the clutch 15 is connected with the normal pressure and in the normal state, the clutch 15 is disengaged to some extent from this position and the drive wheels of the vehicle transition from the rotating state to the stopped state (hereinafter referred to as the half-clutch state position).
This is called the LE point) After the initial settings for reading dummy data are performed (step A2), AirFLG
is set to "1", Vou and Mvw are output (step A3), and the start process begins (step A4), which will be described later with reference to FIG. 7. When the start process is completed, the vehicle speed signal, clutch rotation speed signal, etc. Data is entered (step A5). Vehicle speed signal value is 3
If the speed exceeds Km/h, shift processing (step A7)
If the speed is 3 km/h or less, it is determined whether the gear is in a position other than neutral N (step A8). Here, if the gear position is neutral, the Rev pilot lamp for reverse display (not shown) is turned off (step A9), and a start process, which will be described in detail later using FIG. 7, is performed (step A10). ).

On the other hand, if it is determined in step A8 that the gear position is other than neutral N, it is determined whether the clutch rotational speed NCL is below a specified value (step A11). Here, clutch rotation speed NCL
If it is determined that the
The processes from A9 onwards are performed to perform a start process, and if it is determined that the clutch rotational speed NCL is greater than the specified value, the process proceeds to step 7 and a gear change process is performed.

Next, engine starting processing will be explained with reference to FIG. First, the data reading routine shown in Fig. 29 is executed and signals such as the engine speed NE are input (step B1), and the processing of the diagnosis routine, which will be described in detail later using Fig. 28, is executed (step B2). . Then, the flags set in this diagnosis routine are determined. That is, it is determined whether ER1FLG or ER2FLG is "1" (step B3).
Here, ER1FLG or ER2FLG is "1"
If so, the processes of steps B1 and B2 are repeated again. In other words, ER1FLG or ER
If 2FLG is "1", startup processing is not performed.

On the other hand, in step B2, ER1FLG and
If ER2FLG is not determined to be "1",
OPFLG and NFLG are determined (step B4).
If OPFLG is "1" and NFLG is "0", it is determined whether HFLG is "1" (step B5).
When HFLG is judged to be "0", the clutch
An ON signal is output (step B6), a time lag of 1.0 second is taken (step B7), the LE point is corrected (step B8), and HFLG is set to "1" (step B9). After that, the process proceeds to a CHANGE (gear change) routine (step B10) which will be described later with reference to Fig. 22. Then, it is determined whether CNGFLG is "1" (step B11).
If CNGFLG is "1", the process returns to step B1. If CNGFLG is not "1", it is determined whether the gear is neutral N (step B12).
If it is determined that the gear is in neutral, the starter enable relay is turned on (step B13), and if it is determined that the gear is not in neutral, the starter enable relay is turned off (step B14).

By the way, in step B4 above, OPFLG
If it is determined that is "0" and NFLG is "1", HFLG is set to "0" (step B15),
Startable relay is switched off (step
B16). Next, it is determined whether or not there is air in the main tank 47 (step B17).
If there is air of 7, the pilot lamp "Air" is extinguished (step B18). On the other hand, if there is no air in the main tank 47, the pilot lamp "Air" is lit to notify that there is no air in the main tank (step B19). after that,
It is determined whether the shift lever has been shifted to N from a position other than N (step B20), and if the shift lever has been shifted to N from a position other than N, a CHANGE routine is executed.

Next, the starting process performed at step A10 in FIG. 6 will be explained with reference to FIG. 9. First, HAFLG is set to "1" (step C1),
Various data are read (step C2), and a diagnosis routine to be described later is executed (step C3). Then, it is determined whether ER1FLG and ER2FLG set in the diagnosis routine are set to "1" (step C4). ER1
If FLG or ER2FLG is set to "1", the gear is set to N (step C5). In other words, when ER1FLG or ER2FLG is "1", the gear is simply set to "N" and no start processing is performed. On the other hand, ER1FLG or ER2
If FLG is not set to "1"
It is determined again whether HAFLG is set to "1" (step C6). If HAFLG is "1", it is determined whether the clutch is disengaged (step C7), and if it is not disengaged, a clutch disengage signal is output to the clutch 15 and the clutch is disengaged (step C8).

On the other hand, if the clutch is already disengaged, the clutch position is held, and an accelerator pseudo signal voltage output relay (not shown) is turned on.
The idling equivalent voltage that rotates the engine 11 at idling is output to the electromagnetic actuator 25 as the accelerator pseudo signal voltage VAC, turning on the exhaust brake release relay (not shown), clearing flags, and counters (NCNT, VCNT).
(steps C9 to C15).

Next, it is determined whether the engine speed Ne has fallen below the engine stall prevention speed. That is, when ENSTFLG is "1", it is determined that the rotation has fallen below the engine stall prevention rotation. If the engine speed Ne falls below the engine stall prevention speed, repeat the process from Step C1 described above until it exceeds the engine stall prevention speed, and if the engine speed Ne exceeds the engine stall prevention speed, perform the above-mentioned CHANGE (shifting) routine. After this CHANGE routine ends, determine whether CNGFLG is “1” or not, and
= "1", that is, when the shift is not completed, the processes from step C1 onward are repeated until the shift is completed (steps C16 to C18).

In the process of step C18 above, CNGFLG becomes "0",
In other words, when it is determined that the gear shift process has been completed, the select signal is used to read whether the gear position is N or not (step C19).
It is determined whether there is a value other than 1 (step C20).
If the gear position is other than N1, the process of connecting the clutch 15 is performed in steps C21 to C27, which will be described later. The clutch 15 is connected through the processing of steps C21 to C27, and after 1.5 seconds have elapsed after the connection (step C28), the LE point is corrected (step C29), the exhaust brake release relay is turned off, and the exhaust brake release relay is turned off. If 1.5 seconds have not elapsed after connection, just turn off the exhaust brake release relay (step C30). If the exhaust brake release relay is turned off, turn off the MVQ111 for AUS (step C31), turn off the accelerator pseudo signal voltage output relay (step C32), and repeat the steps.
Return to processing after C2.

Here, the connection process of the clutch 15 performed in steps C21 to C27 will be explained. First, it is determined whether the clutch 15 is on (connected) (step C21), and if it is not on, a clutch on signal is output, the operation of which will be described later using FIG. 24, and the clutch 15 is connected. is performed (step C22). and,
After DELFLG is set to “1”, perform the above steps.
Returning to the process of C2, when it is determined that the clutch 15 is on again in the process of step C21,
If DELFLG is "1", the clutch is held after 1 second has passed.
DELFLG is set to "0" and CLFLG is inverted (steps C24 to C27). This CLFLG is reversed to alternately use solenoid valves X1, X2 or solenoid valves Y1, Y2 as explained at the beginning of operation.

By the way, when it is determined in step C20 that the gear position is N1, the MVQ 111 is turned off, the accelerator pseudo signal voltage output relay is turned off, and the process returns to step C1 (steps C31 and C32).

If it is determined in step C19 that the gear position is other than N, the accelerator pseudo signal voltage output relay is turned on and the process moves to the AUS routine (steps C33 to C34).

As shown in Figure 11, the AUS routine is performed when the engine speed Ncl is below 500 rpm and the handbrake is sufficiently applied (PAR is on).
MVQ1111 if AUS SW is on
and turn on MVQ2 (not shown) (step
E1 to E5), processing for applying the wheel brake 107 is performed. Here, MVQ1 and
If the door is opened while MVQ2 is on, buzzer Z is turned on and a warning is issued.
When the door is closed due to this alarm, the buzzer Z is turned off and the alarm is stopped (steps E6 to E8). In this way, when the hill start assist function AUS is activated and the wheel brakes 107 are applied, the driver is prevented from opening the door and leaving the vehicle. If the clutch rotation speed Ncl exceeds 500 rpm, or if the handbrake is not pulled sufficiently, or if the AUS
If the SW is not turned on, the process returns to the main flow.

When the AUS routine is finished, it is determined whether PAR is on (step C35), and if it is not, move clutch 15 to just before the LE point.
Move to the CLLE routine (step C36). In addition,
If PAR is on, the process returns to step C1 above.

In the CLLE routine, as shown in Figure 12, the clutch 15 is connected up to the LE point and LEFLG is "1".
If LEFLG is "1", the clutch 15 is connected up to the LE point, so the clutch 15 is held and the process returns to the main flow. If LEFLG is cleared, the clutch 15 is connected to the LE point by clutch on processing, which will be described in detail later using the flowchart of FIG. 24, and the process returns to the main flow (steps F1 to F3).

When the CLLE routine is completed, it is determined whether ONFLG, which starts to connect clutch 15 when starting downhill, is clear (step C37).
If ONFLG is not clear, determine whether the accelerator opening is 10% or more (step C38),
If ONFLG is clear, it is determined whether the clutch rotation speed Ncl is lower than the specified value 2 (step 39). If the accelerator opening is 10% or more, it is determined whether the clutch 15 rotation speed Ncl is lower than the specified value 0 (step C40), and if it is lower than the specified value 0, ONFLG is cleared (step C40).
C41). If the accelerator opening is lower than 10%, it is determined whether the clutch rotation speed Ncl is lower than the specified value 1 (step C42), and if it is lower than the specified value 1, ONFLG is cleared.

If the clutch rotation speed Ncl is higher than the specified values 1 and 2, it is determined whether ONFLG is clear (step C43). If ONFLG is clear, it is determined whether the counter NCNT for the time lag from when the vehicle first moves when starting downhill is "80", and the counter NCNT is "80".
If it is, set the counter NCNT to "0".
, and the amount of change ΔNcl in clutch rotation speed Ncl is
Determine whether the rpm is 20 rpm or more (step C44~
C46). If the counter NCNT is not "80", ONFLG is cleared (step C41).
When the amount of change ΔNcl in the clutch rotation speed Ncl is 20 rpm or more and when starting downhill, ONFLG is set to "1" and the clutch 15 starts to be connected (step C47).
If the amount of change ΔNcl in clutch rotation speed Ncl is lower than 20 rpm, ONFLG is cleared (step
C41). On the other hand, if ONFLG is not cleared, the counter NCNT is set to "0" and ONFLG is cleared.
is set to "1" (steps C48, 47). . ONFLG
After setting "1", it is determined whether the accelerator opening is 10% or less, and if it is 10% or less, the accelerator pseudo signal voltage Vac is set to 1V, which is the idle equivalent voltage.
is output, and the process shifts to outputting a clutch duty signal, which will be described later. If the accelerator opening exceeds 10%, the process directly shifts to outputting a clutch duty signal, which will be described later (steps C49 to C51).

If the clutch rotation speed Ncl becomes lower than the specified value 0 to 2 (if the judgment is ``YES'' in steps C39, 40, or 42 above) or if the judgment is ``NO'' in the above steps C44 or C46.
After clearing ONFLG, the accelerator opening will be 10.
% or more (step C52), and if it is 10% or more, it is determined whether the engine speed Ne reaches its peak point when the vehicle starts and the PFLG is cleared (step C53). If the accelerator opening does not exceed 10%, PFLG and a flag indicating that the voltage Va corresponding to the current accelerator opening when the engine speed Ne reaches its peak point when the vehicle starts is 50%.
Clear each VFLG, set the output timing counter VCNT of the accelerator pseudo signal voltage Vac to "10" when the vehicle starts, and then close the clutch 1.
5 target stroke to LE point (step C54)
~C57), the process moves to a process of determining whether the amount of change ΔNe in the engine speed Ne, which will be described later, is 40 rpm or more (step C73). On the other hand, if PFLG is clear, the process proceeds to the VacMAKE1 routine (step C58), and if PFLG is not clear, it is determined whether VFLG is clear (step C59).

If VFLG is clear, the process moves to the process of determining whether the accelerator opening is 10% or less (step C71), which will be described later. If VFLG is not clear, the accelerator pseudo signal voltage Vac, which will be described later, is displayed. The process moves to the process of replacing the voltage Va corresponding to the accelerator opening degree with the accelerator differential voltage ΔV (step C105).

Here, the VacMAKE1 routine will be explained with reference to FIG. First, the counter
It is determined whether the counter VCNT has become "10" (step D1), and if the counter VCNT has not become "10", the process returns to the main flow. counter
When VCNT is "10", the target engine speed is calculated based on the voltage Va corresponding to the current accelerator opening, and the voltage value for outputting the accelerator pseudo signal voltage is calculated.
(Target engine speed + 250) in operating memories R0 and R1 (not shown) that store V0 and V1 respectively,
Target engine speed - current engine speed Ne)/
An operating memory R2+V1 (not shown) that reads a voltage value corresponding to 100 and stores the voltage value V2,
The accelerator pseudo signal voltage Vac is set to V0+V2 (steps D2 to D6). Accelerator pseudo signal voltage and
Determine whether Vac is less than "51" (idle equivalent voltage 1 volt) in AD value (step D7), and determine "51".
In the following cases, the accelerator pseudo signal voltage and Vac are
The AD value is set to ``51'', the counter VCNT is set to ``0'', and the process returns to the main flow (steps D8 and 9).
If the accelerator pseudo signal voltage Vac exceeds "51" in AD value, determine whether the accelerator pseudo signal voltage Vac is more than "153" (equivalent to 3 volts) in AD value (Step D10), and if it does not exceed "153" Niga counter
Set VCNT to "0" (step D9), return to the main flow, and set the accelerator pseudo signal voltage Vac to AD.
If the value is "153" or more, set the accelerator pseudo signal voltage Vac to "153" in AD value (Step D11)
At the same time, the counter VCNT is set to "0" (step D9) and the process returns to the main flow. This VacMAKE1
The routine is an engine speed increase function, and the output value of the accelerator pseudo signal voltage Vac is determined as follows.

Increase in accelerator pseudo signal voltage Vac ΔVAC/
Determine Δt using ΔVAC/Δt = β (target engine speed - current engine speed) (1) where β: constant of proportionality (<1). And the accelerator pseudo signal voltage
The output value of Vac is Vac = Vao + ∫ΔVAC / Δtdt However, Vao: is determined by the voltage equivalent to (target engine speed + α) at no-load.
As shown in the VacMAKE1 routine, the accelerator pseudo signal voltage Vac is determined and the engine rotation speed Ne is set.
By bringing the engine speed Ne closer to the target engine speed, it is possible to eliminate unnecessary increases in the engine speed Ne.

When the VacMAKE1 routine is completed, a clutch duty signal corresponding to the accelerator pseudo signal voltage Vac is output (steps C60 and C61), and it is determined whether the engine speed Ne has fallen by 30 rpm from the peak point (step C62). , if it is not lowered, the process returns to step C2 above. If the engine speed Ne drops by 30 rpm from the peak point,
It turns off MVQ111 and holds the clutch 15 position, and determines that the engine speed Ne has reached its peak point when the vehicle starts (PFLG←
1) Set the counter VCNT to "50" (steps C63 to C66). Note that the peak point is engine 11.
This occurs because the output shaft 13 of the gear type transmission 17 begins to transmit power to the driving wheels through the clutch 15 as the rotation of the input shaft 39 of the gear type transmission 17.

Next, a process is performed to determine whether the accelerator opening degree, which is a starting state switching function, is 50% or more (step C67). When the accelerator opening is 50% or more, the accelerator differential voltage ΔV is the difference between the current accelerator opening equivalent voltage Va and the accelerator pseudo signal voltage Vac, and when the engine speed Ne reaches its peak point when the vehicle starts, the current accelerator Assuming that the opening equivalent voltage Va is 50% or more (VFLG=1) (steps C68, C69), the process moves to a process of replacing the accelerator pseudo signal voltage Vac with Va-ΔV, which will be described later. Accelerator pseudo signal voltage Vac
The process of replacing ΔV with Va−ΔV and the subsequent steps are normal control processes.

On the other hand, if it is determined in step C67 that the accelerator opening is lower than 50%, the VFLG is cleared (step C70) and the accelerator opening is 10%.
Determine whether or not the following is true (step C71). The process for determining whether the accelerator opening is less than 10% is fine movement control processing. Note that the above steps
If it is determined that the VFLG has been cleared in C59, it is determined whether the accelerator opening is 10% or less (step C71). If the accelerator opening is less than 10%, the target stroke of the clutch 15 is calculated (step C72), and then it is determined whether the amount of change ΔNe in the engine speed Ne every 50 msec is 40 rpm or more (step C73). Even in the processing after setting the target stroke of the clutch 15 to the LE point in step C57 described above, it is determined whether or not the amount of change ΔNe is 40 rpm or more (step C73).

If the judgment in step C71 above is "NO", that is, if the accelerator opening exceeds 10%, the engine speed
The absolute value of the difference between Ne and clutch rotation speed Ncl is 50 rpm
It is determined whether or not it is below (step C74), and if it exceeds 50 rpm, the process of calculating the target stroke of the clutch 15 described above is performed (step C72).
If the speed is 50rpm or less, the current accelerator opening is set to SVA0.
Va is set (step C74), clutch duty signal output processing, which will be described in detail later with reference to FIG. 26, is performed, and the clutch gradually begins to be connected (steps C76, 77). Then, through the clutch duty signal output process, it is determined whether t1 seconds have elapsed since the clutch 15 was started to be engaged by duty control (step C78). After t seconds have elapsed, the clutch on signal shown in FIG. 24 is output, and the clutch 15 is connected. Then, it is determined whether the clutch 15 is engaged (step
C80), if connected, turns off the exhaust brake release relay, clears LEFLG, RFLG, and NENFLG, and returns to the main flow after CLFLG is inverted (steps C81 to
C83).

By the way, if it is determined in step S73 that the amount of change ΔNe in the engine rotational speed Ne every 50 msec is 40 rpm or more, a clutch off duty signal is output and the process shown in FIG. 25 is performed. After that, it is determined whether the accelerator opening is 10% or more, and the
If the accelerator pseudo signal voltage Vac does not exceed
Set the AD value to "51" and return to step C2 above, and if the accelerator opening is 10% or more,
After performing the VacMAKE2 routine, the process returns to step C2 described above (steps C84 to C88).

As shown in Fig. 10, when the counter VCNT is "50" (step D12), the VacMAKE2 routine shifts to the process of calculating the target engine speed based on the voltage Va corresponding to the current accelerator opening in the VacMAKE1 routine, and the counter VCNT is "50"
Otherwise, return to the main flow. this
The VacMAKE2 routine has a fine accelerator pseudo signal voltage output function, and the counter VCNT
By setting it to "50", the output timing will be longer than the accelerator pseudo signal voltage determined in the VacMAKE1 routine.

By the way, in the judgment in step C73 above, if the amount of change ΔNe in the engine speed Ne does not exceed 40 rpm, the engine speed Ne will not change when the vehicle starts.
It is determined whether the engine speed Ne has fallen below 400 rpm (NEFLG=1) (step C89), and if it has fallen below, it is judged whether the engine speed Ne is below 410 rpm (step C89).
C90). If the speed is below 410 rpm, the above-mentioned process of outputting the clutch off duty signal (step
C84, C85), the clutch plate 31 of the clutch 15 is stroked to the opposite side of the flywheel 29, and if the speed exceeds 410 rpm, the NEFLG is cleared (step C91).

On the other hand, if the determination in step C89 is "NO", that is, the engine speed Ne is
If the engine speed Ne exceeds 400 rpm,
Determine if it is below 400rpm (step C92), then 400rpm
Clear NEFLG (step
C91), if the speed is below 400 rpm, a clutch off duty signal is output and NEFLG is set to "1" (steps C93 to C95), and the accelerator opening is reduced to 10%.
The process moves to a process (step C86) for determining whether or not the above is the case. The process of determining whether or not NEFLG is "1" described above is the engine rotation speed determination function, and the rotation speed is 400 rpm as the lower limit value.
After clearing NEFLG in step C91 above, it is determined whether the clutch stroke has reached the target value (step C96), and if the clutch stroke is greater than the target value, a clutch duty signal is output. (Steps C97, C98)
A process (step) of stroking the clutch plate 31 of the clutch 15 toward the flywheel 29 and determining whether the accelerator opening is 10% or more.
C86). Based on the judgment in step C96 above,
If it is determined that the clutch stroke is smaller than the target value, it is determined whether the accelerator opening is 10% or more (step C99), and if it is 10% or more, a clutch off duty signal is output. (step
C100, C101), the clutch plate 31 of the clutch 15 is stroked to the opposite side of the flywheel 29, and the process moves to the process of determining whether the accelerator opening is 10% or more (step C86), and if it does not exceed 10%. is the engine speed Ne mentioned above.
A clutch off duty signal is output when the engine speed is 410 rpm or less (steps C102 and C103), and the clutch plate 31 of the clutch 15 is moved to the flywheel 29.
The process of determining whether the accelerator opening degree is 10% or more by
C86). In addition, if the clutch stroke and the target value are equal in the determination in step C96 above, the e-cylinder 3 for connecting the clutch 15 is
3 is left as it is (hold) (step C104) and the process moves to determining whether the accelerator opening is 10% or more.

On the other hand, after VFLG is set to "1" in step C69, the accelerator pseudo signal voltage Vac is replaced with a value obtained by subtracting ΔV from the voltage Va corresponding to the current accelerator opening (step C105). Note that this replacement processing is also performed when it is determined that the VFLG is not cleared in step C59 mentioned above.
This process normally serves as an accelerator pseudo signal voltage output function.

Next, engine speed Ne and clutch speed
It is determined whether the absolute value of the difference with Ncl is 30 rpm or less (step C106), and if it is 30 rpm or less, it is determined that the engine rotation speed Ne and the clutch rotation speed Ncl are synchronized, and the current accelerator opening is Let Va be SVa0,
The duty ratio is set and a clutch duty signal is output (steps C107 to C109). Then, after t2 seconds have elapsed since the clutch duty signal was output (step C110), the steps C79 to C79 described above are executed.
The process of C83 is performed and the clutch 15 is connected. The process of outputting the clutch on signal in step C79 is a clutch connection function for normal start.

On the other hand, if it is determined in step C106 that the absolute value of the difference between the engine speed Ne and the clutch speed Ncl exceeds 30 rpm,
It is determined whether NEFLG is "1", that is, the engine speed Ne at the time of starting the vehicle has fallen below 400 rpm (step C111), and if NEFLG is "1", the engine speed Ne is 410 rpm. If the speed is below 410 rpm, a clutch off duty signal is output (step S112).
C113, C114) Proceed to the process of step C2 described above, and if the speed exceeds 410 rpm, clear NEFLG (step C115). If NEFLG is not "1" as determined in step S111 above, it is determined whether the engine speed Ne is 400 rpm or less (step C116), and if it is 400 rpm or less, the clutch off duty signal is activated. Output and clutch 1
Stroke the clutch plate 31 of No. 5 to the opposite side of the flywheel 29, set NEFLG to "1", and proceed to the process of step C2 described above (step
C117~C119), NEFLG if over 400 rpm
(Step C115). mentioned above
The process for determining whether or not NEFLG is "1" and the subsequent processing is the engine rotation speed determination function, and the rotation speed is 400 rpm as the lower limit value. After clearing NEFLG in step C115 above,
The amount of change ΔNe in engine speed every 50 msec is −
Determine whether the rpm is below 5 rpm (step C120), -
If the speed is 5 rpm or less, it is assumed that the amount of change ΔNe increases when the vehicle starts (XFLG = 1), then (step
C121), and it is determined whether the amount of change ΔNe is -5 rpm or more (step C122). This step C122
It is judged as “NO”, that is, the amount of change ΔNe is −5 rpm.
In other words, if the engine speed Ne does not suddenly decrease, set the duty ratio to the value corresponding to Vac minus the specified value, and if it is less than that duty ratio or the set value, set the duty ratio to the value corresponding to Vac. After outputting a clutch duty signal according to the ratio and gradually connecting the clutch (steps S123 to C126),
The process moves to step C2 above.

If it is determined in step C122 that the amount of change ΔNe in the engine speed Ne every 50 ms is -5 rpm or more, that is, if the engine speed Ne suddenly decreases, clear the XFLG (step C122).
C127) Air cylinder 33 for connecting clutch 15
is left as it is (hold) (step C128) and the process proceeds to step C2 described above.

On the other hand, if it is determined in step C120 that the amount of change ΔNe exceeds -5 rpm, it is determined whether or not XFLG is "1" (step S129), and
When is “1”, the amount of change ΔNe mentioned above is −5 rpm
Make a judgment as to whether or not the above is true (step C122),
If XFLG is not “1”, it is determined whether the amount of change ΔNe is 30 rpm or more (step
C130). If the speed is 30 rpm or more, it is determined that the amount of change ΔNe when the vehicle starts has suddenly decreased (YFLG = 1).
(Step C131), and it is determined whether the amount of change ΔNe is 30 rpm or less (Step C132). On the other hand, the above steps
If C130 determines that the rpm does not exceed 30 rpm, determine whether YFLG is "1" (step
C133), if YFLG is "1", proceed to step C132 described above and calculate the amount of change ΔNe.
Determine if it is below 30rpm. On the other hand, the above steps
If YFLG is not "1" in the judgment of C133, the air cylinder 33 for connecting the clutch 15 is
is operated as it is (hold), and the process proceeds to step S2 described above.

On the other hand, in the judgment at step C132 above, if the amount of change ΔNe in the engine speed Ne every 50 msec is 30 rpm or less, YFLG is cleared (step
C134), air cylinder 33 for connecting clutch 15
Operate as it is (hold) (step
C128), the process proceeds to step S2 described above. On the other hand, in the judgment at step C132 above, the amount of change ΔNe is
If it is determined that the speed exceeds 30 rpm, a clutch off duty signal is output to quickly disconnect the clutch 15, and the process proceeds to step S2 described above (steps C135 to C136).

On the other hand, an engine rotation speed calculation routine as shown in FIG. 8 is executed at an appropriate position in the above flow. First, the engine speed Ne is calculated (step G1), and it is determined whether the engine speed Ne exceeds 137 rpm (step G2). If it is determined in step G2 that the engine speed is 137 rpm or less, an oil pressure gauge step (not shown) determines whether or not the engine has stopped (hereinafter referred to as engine stall) (step G3). ), if the engine is stalled, the process moves to step A1 in FIG. 6, where initial settings are made before starting.
On the other hand, if the engine speed Ne exceeds 137 rpm and if the oil pressure gauge step does not determine that the engine is stalled, it is determined whether or not the engine is starting (step G4). Here, if it is not when starting, that is, when driving in general, it is determined whether the accelerator opening is 10% or more (step
G5). If the accelerator opening is 10% or more, or if the engine speed Ne is 250rpm or less while starting (step G6), it is determined whether the engine speed Ne is 250rpm or less (step G7), and if the engine speed Ne is 250rpm or less, the determines whether the vehicle speed is below the specified value (step
G8). If it is determined in step G5 that the accelerator opening does not exceed 10%, it is determined whether the engine speed Ne is 600 rpm or less (step G5).
G9), if the speed is below 600 rpm, the process moves to the process of determining whether the vehicle speed is below the specified value (step G8), and if it exceeds 600 rpm, the ENSTFLG is cleared (step G10). In step G8 above, if it is determined that the vehicle speed exceeds the set value,
ENSTFLG is set to "1" (step G11).
After clearing ENSTFLG, or
After setting ENSTFLG to "1", calculate the clutch rotation speed Ncl, calculate the amount of change ΔNe in the engine rotation speed Ne every 50 msec, and the amount ΔNe of change in the clutch rotation speed Ncl every 50 msec, and return to the main flow. (Steps G12, 13).

Next, with reference to FIG. 22, the processing of the CHANGE routine, which performs the speed change processing called in the start routine of FIG. 9, will be explained. First, it is determined whether the change lever 61 is in the PW range or the D range (step P1), and if so, it is determined whether the FSS is turned on (step P2). If FSS is turned on, the target gear is set to 1st, and if FSS is not turned on, the target gear is set to 2nd (steps P3 and 4). On the other hand, if the position of the change lever 61 is neither D nor PW, the gear position is set to the same position as the position of the change lever 61 (step P5). After the target gear position is set through the processing of steps P3 to P5, the process proceeds to step P6, where it is determined whether the target gear position is equal to the current gear position. Here, if it is determined that the target gear position is not equal to the current gear position, the process proceeds to step P7 and thereafter, and a gear change process is performed. First, after an air check is performed by the air check routine described above using FIG. 19, CNGFLG is set to "1" (step P8), and then it is determined whether the clutch 15 is disengaged (step P9). ). clutch 15
If the clutch 15 is not disengaged, a clutch disengage signal is output (step P10), and processing for disengaging the clutch 15 is performed by a clutch disengage signal routine to be described later with reference to FIG.

If the clutch 15 is disengaged through the process in step P10, and it is again determined in step P9 that the clutch 15 is disengaged, the position of the clutch 15 is held (step P9).
P11). Then, it is determined whether the change lever 61 is in the D or PW position (step P12),
If "NO", a shift signal to the target gear is output (step P13). On the other hand, if it is determined in step P12 that the change lever 61 is in the D or PW position, it is determined whether the FSS is on (step P14), and if it is not on, a shift signal is sent to the target gear. is output (step P13). On the other hand, if FSS is on, it is determined whether FSSFLG is "1" (step P15), and if it is not "1", it is determined whether the gear is 2nd speed (step P16). If the gear is not 2nd gear, a shift signal for 2nd gear is output and the gear is shifted to 2nd gear (step
P17). On the other hand, when the gear is 2nd speed, FSSFLG is set to "1" (step P18).

On the other hand, in step P15 above, if FSSFLG is determined to be "1", the clutch rotation speed Ncl
It is determined whether the value has decreased (Step P19). If it has decreased, the process proceeds to step P13 above.
On the other hand, if it is determined that the clutch rotation speed Ncl has not decreased, it is determined whether the accelerator is being depressed (step P20). If it is not pressed, return to the main flow. On the other hand, if the foot is pressed, the process proceeds to step P22 and subsequent steps, which will be described later.

By the way, if it is determined in step P6 that the target gear is equal to the current gear,
FSSFLG is set to “0” (step P21),
CNGFLG is set to “0” (step
P22). If the gear is in neutral "N" or the engine is not stopped (steps P23, P24), the tank switching solenoid valve is turned off (step S25).

On the other hand, if the gear is not in neutral "N" and the engine is stopped, it is determined whether the clutch is on, that is, connected. If the clutch is not connected, a clutch on signal is output to connect the clutch and DELFLG
is set to "1" (steps P27, 28).

On the other hand, if the clutch is not connected,
It is determined whether DELFLG is set to "1" (step P29), and if this state has passed for "1" seconds, the clutch is held and DELFLG is set to "1".
is set to "0", and its inverted value is set to CLFLG (steps P31, P32).

Next, with reference to FIG. 25, a description will be given of processing when a clutch off duty signal is output. First, it is determined whether MX1FLG is "1" (step S1). In other words, it is determined whether there is an abnormality in the valve MVX1. Here, valve MVX1
If there is an abnormality, valve MVX2 is used for off-duty instead. Also, the above steps
If the judgment of S1 is "NO", MX
2FLG is determined to be “1” (step
S3), if it is "1", it is determined that there is an abnormality in valve MVX2, and off-duty is performed by valve MVX1 (step S4). On the other hand, if the determination in step S3 is "NO",
That is, if both valves MVX1 and MVX2 are determined to be normal, and if CLFLG is "0", off-duty is performed by valve MVX1 (steps S5, S4). on the other hand,
If CLFLG is “1”, valve MVX2
Off-duty is performed (step S5,
S2).

Next, with reference to FIG. 26, a description will be given of processing when a clutch duty signal is output.
First, it is determined whether MY1FLG is "1" (step T1). In other words, it is determined whether there is an abnormality in the valve MVY1. Here, if there is an abnormality in valve MVY1, valve MVY2 is used as duty instead. In addition, if the judgment in step T1 above is “NO”, MY2FLG
is “1” (step T3), and “1” is determined.
If so, it is determined that there is an abnormality in valve MVY2, and duty is performed by valve MVY1 (step T4). On the other hand, if the determination in step T3 is "NO", that is, if both valves MVY1 and MVY2 are determined to be normal, and if CLFLG is "0", the duty is performed by valve MVY1. (Steps T5, T4). On the other hand, when CLFLG is "1", duty is performed by valve MVY2 (steps T5 and T2).

Next, the process of setting the gear to N will be explained with reference to FIG. First, it is determined whether the gear is N (step Q1), and if the gear is N, it is determined whether the clutch 15 is on, that is, connected (step Q2). If the judgment in step Q2 is "NO", valve MVX1
and MVX2 is turned off and valve MVY1
and MVY2 is turned on, and the accelerator pseudo signal Vac
is released (step Q4).

By the way, if the determination in step Q1 is "NO", the process proceeds to step Q5 and subsequent steps. Then, if the error code is 35 or 50, if SV1FLG or SV2FLG is "1", or if MX1FLG or MX2FLG is "1" (steps Q5 to 7), valves MX1 and MX2 are turned on for 0.5 seconds, valve
MA and MB are turned on (steps Q8 and 9).
On the other hand, if the judgments in steps Q5 to Q7 above are all "NO", proceed to step Q10,
If AiRFLG=1, valves MVX1 and MVX2
is turned on, and valves MVA and MVB are also turned on (steps Q11 and 12). On the other hand, if the determination in step Q10 is "NO", the process proceeds to step Q13, where it is determined whether the clutch 15 is off, that is, whether the clutch 15 is disengaged (step Q13). Here, if the clutch 15 is not released, a clutch release signal is output (step Q14).

On the other hand, in the above step Q13, the clutch 15
When it is determined that the clutch 15 is disengaged, the clutch 15 is held and the valves MVA and MVB are turned on (step Q15).

After the start process is completed, the control unit 7 enters the shift process shown in FIGS. 13A to 13E if the vehicle speed or clutch rotational speed Ncl exceeds the specified value. First, a diagnosis routine (self-diagnosis processing) whose details will be described later using FIG. 28 is executed, and error codes etc. are set (step
H1). Then, ER1FLG to ER3FLG and PPFLG set by the diagnosis routine are determined (steps H2 to H4). First, ER1
If it is determined that FLG or ER2FLG is "1" and the shift lever is "N" (neutral) (step H5), the process of setting the gear to neutral will be described in detail later using FIG. 23. is performed (step H6). Also, ER3FLG
is "1", the challenge lever position is D.
Alternatively, it is determined whether it is PW (step H7), and if the change lever position is not at D or PW, it is determined whether the change lever position and the gear position are the same (step H8). If it is determined in step H8 that the positions are not the same, the change lever position is set to the target gear position, and in a step to be described later, the gear position is set to the target gear position (step H9). Further, if PPFLG is "1", that is, if a vehicle speed sensor error is detected when the vehicle is in neutral, it is determined whether the change lever position is "N" (step H10). Here, if it is determined that the change lever position is not "N", the gear before setting the gear to "N" is set to the target gear (step H11), and it is determined whether the current gear is equal to the target gear (step H11). In step H12), if they are not equal, they are made equal by the process described later. If it is determined that they are equal in the process of step H12, then
PPFLG is reset (step H13) In this way, when it is detected that the rate of change in vehicle speed detected by the vehicle speed sensor is larger than a predetermined value when neutral is specified, it is determined that the vehicle speed sensor is malfunctioning in step X61, which will be described later. PPFLG is set to "1". If a shift instruction is given after this failure is detected, the gear is shifted to a gear before neutral, thereby reliably preventing engine overrun.

On the other hand, if the change lever position is determined to be "N" in step H10, the tank switching solenoid valve 55 is turned off (step H14).
Then, it is determined whether the clutch 15 is on, that is, connected (step H15), and if it is not connected, a clutch on signal is output and the process of connecting the clutch 15 is performed.
DELFLG is set to “1” (step H16,
17), return to the main flow. After that, when it comes to the judgment in step H15 and it is judged that the clutch 15 is connected, it is judged whether DELFLG = "1" (step H18), and in the above step H17.
If DELFLG is set to "1"
It is determined whether "1 second" has elapsed since DELFLG was set to "1" (step H19). Then, only after "1 second" has elapsed, the clutch 15 is held and DELFLG is reset.
After CLFLG is reversed, the exhaust brake release relay is turned off (steps H20 to H22).

By the way, after processing step H4 above,
After the Vac return process (details of which will be described later using FIG. 21) is performed (step H23), the change lever 6
It is determined whether the position 1 and the gear position are the same (step H24). Here, if the position of the change lever 61 and the gear position are the same, the Rev pilot lamp is turned off and then the buzzer is turned off (steps H25 and H26). Next, it is checked whether the gear position is N (step H27).

If it is determined in this step H27 that the gear is N, there will be no synchronization problem when the clutch 15 is connected, so the process proceeds to steps H14 onwards and the solenoid valve 55 for switching the air tank is turned off. After that, the process of connecting the clutch is performed.

Thereafter, it is determined whether GFLG, which indicates that the accelerator pseudo signal voltage Vac was output during gear shifting, is "1" (step H28), and if it is "1", RFLG, which indicates that Vac has been released after the vehicle has started, is determined. It is determined whether or not is "1" (step H29). Then, when the accelerator pseudo signal voltage Vac is output, after setting a time lag for canceling the accelerator pseudo signal voltage Vac and executing the Vac stage cancellation routine described later, NEWFLG,
After MAPMODM and LEFLG are cleared, return to the main flow (steps H30 to H34).

On the other hand, if it is determined in step H27 that the gear position is not N, the process moves to step H35 and subsequent steps to synchronize the clutches 15. First, check whether ENSTFLG is "1" (step
H35), when ENSTFLG is "1", that is, when the engine speed Ne is lower than the engine stall prevention speed when the vehicle speed decreases, the process of disengaging the clutch 15 is performed. In other words, if it is determined that the clutch 15 is disengaged, the clutch stroke position is held and the Vac relay is turned off.
If it is determined that the clutch 15 is not disengaged, a clutch disengagement signal is output, and the clutch is disengaged (steps H37 to H39). After that, as mentioned above, shift map switching memory MAPMODE and
After clearing LEFLG, return to the main flow.

On the other hand, in step H35 above,
If ENSTFLG is determined to be "0", it is determined whether the difference between the engine speed Ne and the clutch speed Ncl is less than a specified value, that is, whether they are synchronized (step H40), and whether they are synchronized. "YES"
In this case, the clutch 15 is immediately engaged as described above. On the other hand, if "NO", clutch 15
It is checked whether the clutch 15 is disconnected (step H41), and if the clutch 15 is connected, the process returns to the aforementioned clutch connection flow. Now, follow the steps above.
If H41 is ``YES'', that is, the clutch 15 is disengaged, it is checked whether the accelerator is on (step H42), and if ``NO'', that is, the accelerator pedal 81 is not depressed, the clutch 15 is disengaged. On the condition that the rotational speed Ncl is below the specified value and the vehicle speed is below the specified value, the process moves to the start process (steps H43 and 44).

On the other hand, clutch rotation speed Ncl and engine rotation speed
If the difference with Ne exceeds these specified values, the CLLE routine is executed to bring the clutch into a half-clutch state (step H45). Also, if the accelerator is on in step H42 above, it is assumed that there is an intention to drive, and the process continues without moving to the start process.
Execute the CLLE routine (step H45). Thereafter, an accelerator pseudo signal voltage Vac corresponding to the clutch rotation speed Ncl is output, and the clutch 15 is connected at the optimum duty rate (steps H46 to
H48). Then, the process returns to the beginning of the speed change process, and this process is repeated until the synchronization range or the clutch 15 is engaged.

On the other hand, the change lever 6 in step H24 above
In determining whether or not the position 1 and the gear position are the same, if they are different (NO), it is checked whether the change lever 61 is in the PW range or the D range (step H49). Here, when the PW range or the D range is selected, one is selected from among a plurality of maps in which the optimum gear stage according to the driving condition is set in advance. That is, check the contents of the shift map switching memory MAPMODE (step 50), and if it is "0",
In other words, if no shift map has been selected yet, it is determined whether or not the exhaust brake (not shown) is being used (step H51), and if the exhaust brake is not being used, the first shift map is selected and used for shift map switching. Set memory MAPMODE to "1" (steps H52, H53). On the other hand, if the exhaust brake is being used, it is further checked whether the brake pedal 69 is depressed (step H54), and if the brake pedal 69 is depressed, the second shift map is selected and the shift map is changed. Set the switching memory MAPMODE to "2" (steps H55 and H56). On the other hand, if this is not the case, the third shift map is selected and the shift map switching memory MAPMODE is set to "3" (steps H57 and H58). Furthermore, if a shift map has already been selected in the currently executed shift process, the process moves to that shift map. this is,
This is because, once a shift map is selected after starting a shift process, the same shift map is always maintained until the end of the shift process.

Next, if RFLG=0 and RFLG=
When NEWFLG=1, the target stage is determined by Vac~PP (steps H59~61), and when RFLG=1,
When NEWFLG=0, the target stage is determined from Va to PP (step H62).

Next, it is checked whether the current gear position is the same as this target gear position (step H63). Here, if the current gear position is the same as the target gear position, the process proceeds to the aforementioned ENSTFLG determination to maintain the current gear position (step H35). If the current gear position is different from the target gear position, it is determined whether the target gear position is above or below the current gear position, that is, whether or not to shift up (step H64). When it is necessary to shift up, the gear shift operation is performed only when the change lever is in the "D" position (step H65) and the position of the control rack 23 of the injection pump 21 is above the specified value (step H66), otherwise To maintain the current gear without performing a gear change operation. This is to prevent upshifting even though the engine 11 does not have sufficient extra horsepower.

On the other hand, if it is determined in step H64 that a downshift is required, the exhaust brake is not being used and the brake pedal 69 is being depressed strongly, GFLG = 0, and the downshift is in 5th gear or lower. For shift (from step H67)
Only at step H70), the process proceeds to step H35 and subsequent steps to maintain the current gear position without performing a gear change operation, and at other times, a gear change operation is performed.

In addition, if the determination in step H65 above is "NO", that is, the change lever is determined to be in a position other than "D", it is determined whether the current rack position is greater than or equal to the specified value (step H71); If so, the process proceeds to step H35 and subsequent steps, where the current gear position is maintained, and if it is greater than the specified value, a gear change operation is performed.

Further, if the judgment in step H49 is "NO" as to whether the change lever 61 is in the PW range or the D range, it is checked whether the change lever 61 is in the forward gear of the manual range. (Step H72), and if forward gear is selected, the gear position must not be R (Step H72).
Proceed to the next step with H73) as the condition. Next, in the case of upshifting (step H74), after turning off the buzzer (step H75), if the change lever is not PW or D, the lever position is set as the target gear, and if GFLG is not "1" (steps H76~
79), the NEAIDL routine (step
H79).

In the NEAIDL routine shown in FIG. 15, first, the third operation memory R3 for outputting the accelerator pseudo signal voltage is
A predetermined voltage value V3 that makes the engine 11 idle speed is read (step J1).
The Vac creation routine shown in FIG. 14 is called (step J2), and the Vac relay is turned on so that the control signal for the control rack 23 can be output to the electromagnetic actuator 25. Then, the accelerator opening equivalent voltage Va is determined by processing the ACiN routine, the details of which will be described later with reference to FIG. and,
Sequentially change the accelerator pseudo signal voltage Vac to Va−(Va−V
3)×1/8, Va−(Va−V3)×1/4, Va−(Va−
V3) x 3/8, Va - (Va - V3) x 1/2, and output for a certain period of time (for example, 0.09 seconds). This is intended to reduce the shift shock by reducing the accelerator pseudo signal voltage Vac step by step rather than dropping it all at once. Thereafter, after the accelerator pseudo signal voltage Vac is set to the third operating memory voltage V3 and the RFLG indicating that Vac has been released after the vehicle has started is reset (steps I1 to I12), the process returns to the NEAIDL routine of FIG. Flag GFLG indicating that pseudo signal voltage Vac has been output
is set to "1" (step J3) and returns to the main flow.

In the ACiN routine, as shown in FIG. 20, it is determined whether RFLG=1 (step N1), and if RFLG=1, the accelerator opening equivalent voltage Va is read (step N2).
On the other hand, if RFLG is not "1", the accelerator pseudo signal voltage Vac is set as the accelerator opening equivalent voltage Va, RFLG and NEWFLG are each set to "1", and the process is ended.

After executing the above NEAIDL routine, execute the air check routine (step H80),
Check whether clutch 15 is actually disengaged (step H81), and if it is disengaged, clutch 1
5 is held, the exhaust brake release relay is turned on, and a shift signal is output to the electromagnetic valve 73 to match the gear position with the target shift amount, thereby performing a shift (steps H81 to H84). On the other hand, if the clutch 15 is not disengaged, a signal to disengage the clutch 15 is output, and then the process returns to the beginning of the shift process (step
H85).

On the other hand, if it is determined in step H74 that the shift is not an upshift, that is, if a downshift is to be performed, it is checked whether the downshift is in the PW range or the D range (step H86). In this case, the target gear is set to one stage from the current gear (step H87), and in the case of a downshift in the manual range, the position of the change lever 61 is set as the target gear (step H87). H88, H89). Then, it is determined whether the downshift can be performed without overrunning the rotation of the engine 11 (step
H90), if there is a possibility of an overrun, a buzzer is used to warn the driver of the overrun (step H91), and the process returns to the beginning of the shift process without performing a shift operation.

On the other hand, in step H90, if there is no overrun, the buzzer is turned off (step H92), and GFLG is checked. Only when the accelerator pseudo signal voltage Vac is not output, NEHOLD
Execute the routine and disengage clutch 15 (steps H93 and H94).

As shown in Fig. 16, the NEHOLD routine is similar to the NEAIDL routine described above, except that the voltage value V3 corresponding to the current engine speed Ne at no-load is read into the third operating memory R3 for accelerator pseudo signal voltage output. is the same, the accelerator pseudo signal voltage Vac is gradually reduced, and the clutch 15 is
(steps J1 to J3).

Then, on the condition that this downshift is not a downshift in 5th gear or lower, or that the vehicle speed is not higher than the specified vehicle speed for that gear (steps H95 and H96), execute the air check routine in step H80. Perform gear shifting operations. On the other hand, if the downshift is at 5th gear or lower and the vehicle speed is above the specified vehicle speed, a double clutch routine is executed (step H97).

The double clutch routine disengages the clutch 15 (steps K1 to 3) as shown in Figure 17.
Thereafter, a target clutch rotation speed is provisionally set by multiplying the current clutch rotation speed Ncl by a constant C (for example, 1.5) determined in advance according to the speed change state (step K4).
Next, it is checked whether this target clutch rotation speed is equal to or higher than the upper limit rotation speed of 2300 rpm, and if it is 2300 rpm or higher, 2300 rpm is set as the target clutch rotation speed,
If it is smaller than 2300 rpm, it is used as the target clutch rotation speed (steps K5 and K6). Next, solenoid valves A and B are turned on to disengage the gears (step K7), and after the gear position reaches the N state (step K8), a clutch-on signal is output and the accelerator pseudo signal voltage Vac is set to a predetermined value. The clutch rotation speed Ncl is set to a value such that the clutch rotation speed Ncl becomes the target clutch rotation speed. After that, the accelerator pseudo signal voltage Vac is set to a voltage equivalent to clutch rotation to disconnect the clutch 15, and then the gear position is adjusted and the process returns to the main flow (steps K9 to
K18).

Here, the clutch disengage signal output will be explained with reference to the flowchart of FIG. 27. First, if the accelerator opening is not large, the gear position is low, the clutch 15 is not at the LE point, and OFFFLG is not "0", OFDFLG is set to "1" (steps U1 to U5). . On the other hand, if the accelerator opening is large, the gear is not a low gear, or the clutch 15 is at the LE point,
OFDFLG is set to "0" (step U6).

After step U5, if the gear is changing, the off-duty ratio is set to the first specified value (step U8), and if the gear is not changing, the off-duty ratio is set to the second specified value (step U9). .

Next, check whether MX1FLG=1, that is, the valve
It is determined whether MVX1 is abnormal (step
U10). Here, if valve MVX1 is abnormal, valve MVX2 is
Duty control is performed by (step U11,
U12). On the other hand, if OFDEFG is "0",
MVX2 is turned on (step U13).

By the way, the judgment in step U10 above is "NO".
If it is determined that MX2FLG is "1", that is, it is determined whether valve MVX2 is abnormal (step U14). The judgment in step U14 is “NO”.
If it is determined that CLFLG is 0 (step U15), it is determined whether CLFLG is 0 (step U15), and if it is not 0, the process proceeds to step U11 and subsequent steps.

On the other hand, if the determination in step U14 is ``YES'' or if the determination in step U15 is ``YES'', the process proceeds to step U16. When OFDFLG is "1", the duty is controlled by valve MVX1 (step U17), and when OFDFLG is "0", valve MVX1 is turned on (step U18).

Next, clutch-on signal output processing will be explained with reference to FIG. First, it is determined whether MY1FLG is "1", that is, whether valve MVY1 is abnormal (step R1). If there is an abnormality, valve MVY2 is turned on (step
R2). On the other hand, in step R1 above, "NO"
If it is determined, it is determined whether MY2FLG is "1", that is, whether the valve MVY2 is abnormal (step R3). If the determination in step R3 is "NO", and if CLFLG=1 (step R4), the process proceeds to step R2, where valve MVY2 is turned on. On the other hand, if the judgment is ``YES'' in step R3 or ``YES'' in step R4, the valve
MVY1 is turned on (step R5).

Furthermore, if the judgment in step H72 is NO, whether or not the change lever 61 is in the forward gear of the manual range, it is checked whether the change lever 61 is in the reverse gear (step H72). H98). If the change lever 61 is in the reverse gear position, this means that the change lever 61 was accidentally put into the reverse gear while the vehicle was traveling forward, so turn on the Rev pilot lamp and perform a gear shift operation with the target gear set to neutral ( Step H99~
H101). Also, when the forward gear is selected with the change lever 61 in step H73 and the gear position is R, the Rev pilot lamp is lit and the buzzer sounds to set the target gear to neutral ( Steps H99-H101).

On the other hand, if the change lever 61 is not in the reverse gear position in H98, the change lever 61 is
It is checked whether the position is N (step H102).
In this step H102, if it is N, there is no vehicle speed sensor error and the change lever 6
1 does not move there for 1 second, it is assumed that the driver has selected N, and the target gear is set to neutral (steps H102 to H104,
H101). On the other hand, if the change lever 61 is in N position but moved within 1 second,
Return to the beginning of the gear shifting process. On the other hand, change lever 6
When position 1 is not N, that is, change lever 6
1 is in a loose position where no position has been selected, or if there is a vehicle speed sensor error, the position of the change lever 61 is assumed to be the same as the previous position of the change lever 61, and the Return (step H105).

Next, referring to FIG. 21, the Vac return routine process called at step H23 will be described. First, it is determined whether RFLG=1 (step O1). If RFLG is not "1", it is determined whether t seconds have elapsed, and if t seconds have elapsed, it is determined whether the accelerator opening equivalent voltage Va is below a specified value (steps O1 to O3).
Then, if it is determined that the voltage Va corresponding to the accelerator opening is larger than the specified value, that is, the step
If the determination at O3 is "NO", it is determined whether the voltage Va corresponding to the accelerator opening is greater than 2.8V (step O4). Accelerator opening equivalent voltage Va
If is less than 2.8V, i3 is set to constant C (step O5). On the other hand, the accelerator opening equivalent voltage Va
is larger than 2.8V, i2 is set to the constant C (step O6), and then it is determined whether SVaO is approximately equal to the accelerator opening equivalent voltage Va (step O6).
O7). If the determination in step O7 is ``YES'', i0 is set to constant C (step O8).

On the other hand, if the determination in step O7 above is "NO", the accelerator opening equivalent voltage Va is
It is determined whether it is approximately equal to SVa, and if it is approximately equal, i1 is set to constant C (step O10).
Next, the accelerator pseudo signal voltage Vac is set to Vac+(Va−
SVa)+C is set, and a voltage Va corresponding to the accelerator opening is set to SVa (steps O11 and 12). Then, it is determined whether the accelerator opening equivalent voltage Va is smaller than the accelerator pseudo signal voltage Vac (step
O13), if “NO”, voltage equivalent to accelerator opening
It is determined whether Va is approximately equal to the accelerator pseudo signal voltage Vac (step O14). This step O14
If the judgment is “YES”, the Vac
The relay is turned off, RFLG is set to "1", NEWFLG is set to "0", and the process returns to the main flow (steps O15 and O16).

In the above embodiment, the air pressure from the air tanks 47, 49 installed in the vehicle is used to drive the air cylinder 33 for actuating the clutch 15, but it is of course possible to use hydraulic pressure as the control medium. . Furthermore, it goes without saying that the speed change control procedure, shift pattern, etc. shown in the above embodiment can be modified in detail as necessary, and the present invention can also be applied to vehicles equipped with a gasoline engine. can. Furthermore, a dummy clutch pedal may be installed for drivers who are switching from a manual transmission; in this case, the clutch pedal may be installed in the R gear,
It is also possible to set the clutch pedal to function preferentially to the engine cylinder 33 in the second, third, fourth, and fifth designated gear positions.

Next, with reference to FIGS. 31 to 33, the processing of the diagnosis (self-diagnosis) routine performed at the start of the above-mentioned startup, departure, and shift routine will be described. When the diagnosis routine is called, initialization processing begins (step
V1). First, as an initialization, various flags such as ER1FLG are cleared to "0" as shown in FIG. 30 (step W1). Then, various error codes are set by the judgment process shown in FIG. 31, and error flags ER1FLG to ER4FLG are set depending on the degree of error (step V2). After this judgment process, the above error flag is
Alarm processing according to ER1FLG to ER4FLG is performed (step V3).

Next, the determination process will be explained with reference to FIG. 31. This judgment processing routine checks for errors that may occur in the automatic transmission, and if an error occurs, an error code is set according to the error, and an error flag is set according to the degree of the error. . For example, an emergency clutch (C/L) (not shown)
is used (step X1), code “07” is set and error flag ER4 is set.
FLG is set to "1". Furthermore, if the emergency voltage VE is not input (step
The code "04" is set to X2) and the error flag ER4FLG is set to "1". If EOCFLG is "1" (step X3), code "35" is set and error flag ER2FLG is set to "1". Furthermore, if the rack is not within the specified range (step
X4), the code "22" is set and the error flag ER4FLG is set to "1". Furthermore, if there is no Vc input (step X5), code “23” is set and an error flag is set.
ER4FLG is set to "1". If the voltage Va corresponding to the current accelerator opening is not within the specified value (step X6), the code "24" is set and the error flag ER2FLG is set to "1". Furthermore, if the accelerator switch is out of order (steps X7 to X10), code "44" is set and error flag ER4FLG is set to "1".

Furthermore, if SVC1 (cylinder side sensor) is not within the specified value (step X11), code "51" is set and error flag ER4 is set.
FLG is set to "1". If SVC2 (lever side sensor) is not within the specified value (step X12), code "52" is set and error flag ER4FLG or ER2FLG is set to "1". Furthermore, if the shift lever position switch is not normal (step X13),
Code “41” is set and error flag
ER4FLG is set to "1". If the stop lamp switch (STS) is abnormal (step X14), code "47" is set and error flag ER4FLG is set to "1". In addition, if the parking brake switch (PKS) is malfunctioning,
X15), the code "48" is set and the error flag ER4FLG is set to "1". Also, if there is an SS input (step X16), code “40” is set and an error flag is set.
ER3FLG is set to "1". moreover,
If MVQ1 is abnormal (step X17),
Code “71” is set and error flag
If ER4FLG is set to “1” and MVQ2 is abnormal (step X18), code “72”
is set, and the error flag ER4FLG is set to "1".

Furthermore, if MVP is abnormal (step X19), code "70" is set and error flag ER4FLG is set to "1". Furthermore, if the clutch (CL) is abnormal (step X20), code "75" is set and ER4FLG is set to "1", and if the buzzer Z is abnormal (step Code “77”
is set and ER4FLG is set to "1".

Furthermore, if the neutral (N) relay is out of order (steps X22 to X24), code "76" is set and ER4FLG is set to "1". Furthermore, if AUSswl is out of order (steps X25 to X28), code "45" is set and ER4FLG is set to "1". If AUSsw2 is out of order (steps X29 to X32), code "46" is set and ER4FLG is set to "1".

Furthermore, if the V0 low voltage is abnormal (step X33), code “02” is set and ER4 is set.
If FLG is set to "1" and the V0 line is abnormal, code "03" is set and ER2
If FLG is set to "1" and the VG feedback voltage is abnormal (step X34), code "05" is set and ER2FLG is set to "1". Furthermore, if RST is abnormal (step X35), code "74" is set and ER4FLG is set to "1".

Also, if valve X1 is abnormal, (step
X36), code “54” is set and ER4
If FLG is set to "1" and MX1FLG is set to "1", and valve X2 is abnormal (step X37), code "55" is set, ER4FLG is set to "1", and MX2
FLG is set to "1". Also, valve Y1
is abnormal (step X38), code “56”
is set, ER4FLG is set to "1" and MY1FLG is set to "1", and if valve Y2 is abnormal (step X39), code "57" is set and ER4FLG is set to "1". ”
At the same time, MY2FLG is set to "1".

Furthermore, if valve A is abnormal (step X40), code “61” is set and ER
If 4FLG is set to "1" and valve B is abnormal (step X41), code "62" is set and ER4FLG is set to "1".
Also, if valve C is abnormal, (step
X42), code “63” is set and ER4
If FLG is set to "1" and valve D is abnormal (step X43), code "64" is set and ER4FLG is set to "1". Furthermore, if valve E is abnormal, (step
X44), code “65” is set and ER4
If FLG is set to "1" and valve F is abnormal (step X46), code “73” is set and ER2FLG is set to “1”.

Also, if the main clutch switch (MCS) is abnormal (step
is set and ER4FLG is set to "1", and if the clutch actuator is abnormal, code "50" is set and ER2FLG is set to "1" (step X48).

Further, when it is detected that air has entered the clutch actuator, code "53" is set and ER2FLG is set to "1" (step X49). In addition, if it is clutch facing wear, code “06” is set and ER4
FLG is set to "1" and SLFLG is also set to "1" (step X50). Also, G,
If S, U. is abnormal, code "60" is set and ER4FLG is set to "1".

Furthermore, if the engine rotation input is abnormal, code "26" is set and ER4FLG is set to "1", and if the clutch rotation sensor is abnormal, code "27" is set and the ER4FLG is set to "1".
If ER4FLG is set to "1" and OP SW is abnormal, code "43" is set and
ER4FLG or ER1FLG is set to "1".

Furthermore, it is determined whether the gear is in a position other than "N" (step X60). Here, if it is determined that the gear is not other than "N" (that is, if the gear is "N"), it is determined whether the rate of change in vehicle speed is greater than a predetermined value (step X61). here,
If it is determined as "YES", it is determined that the vehicle speed sensor is malfunctioning, and code "25" is set, and ER4FLG is set to "1", and PPFLG
"1" is also set to "1" (steps X62 to X64).
This is because when the gear is in "N", the vehicle speed cannot change significantly. Additionally, if it is determined to be ``YES'' in step In this case (step X66), it is determined that the vehicle speed sensor is malfunctioning, code "25" is set, and ER4FLG is set to "1" (steps X67 to X69). On the other hand, if the clutch rotation speed NCL is not above the specified value but the vehicle speed is still present (step (step)
X71~X73).

Next, the detailed treatment of the treatment routine (step V3) in the diagnosis routine will be explained with reference to FIG. In this treatment routine, ER1FLG to ER set in the judgment routine described above
Alarm processing is performed according to the 4FLG. First, in step Y1, ER1FLG+ER2FLG=1
If it is ``YES'', the starting relay RST is turned off and starting is disabled (step Y2). Next, if ER1FLG is "1" (step Y3), it is determined whether the parking brake switch PKS is on, that is, the parking brake is applied (step Y4).
In other words, if the parking brake is applied, the buzzer will not sound (step Y5), but if the parking brake is not applied, the buzzer will sound (step Y6). Then, the lamp is turned on and the accelerator pseudo signal Vac is released as shown in FIG. 32 (steps Y7 and Y8).

On the other hand, if it is determined to be "NO" in step Y3 above, it is determined whether ER2FLG is "1" (step Y9), and if it is determined to be "YES", the processing from step Y4 described above is performed. move on.

Furthermore, if the determination in step Y9 is "NO", the process proceeds to step Y10 and thereafter.
If ER3FLG is "1" and ER3FLG is set to "1" in the shift routine, and the shift lever is in a position other than Pw or D, the lamp will blink and the buzzer will be turned off (step Y11). ~
Y14).

On the other hand, if ER4FLG is "1" (Stets Y15)
Alternatively, if the determination in step Y11 is "NO" or if the determination in step Y12 is "YES", the lamp is only turned on (step Y16). In this way, in this processing routine, the contents of the alarm process are changed according to the contents of ER1FLG to ER4FLG, that is, the degree of error.

32 is a flow chart showing the Vac release routine. First, it is determined whether the accelerator pseudo signal voltage Vac is being output, and if it is being output, a relay for the accelerator pseudo signal Vac (not shown) is turned off, and control by the accelerator pseudo signal Vac is terminated (steps Z1 and Z2).

Next, the Vac phase cancellation routine will be explained with reference to FIG. In this Vac stage release routine, the voltage Va corresponding to the accelerator opening when the clutch 15 is completely connected is read, and the accelerator pseudo signal is output for a certain period of time by 1/8 of the difference between the voltage Va corresponding to the accelerator opening and the accelerator pseudo signal voltage Vac. Increase the voltage Vac (steps L1 to L3) and repeat this operation to obtain the value obtained by subtracting the latest accelerator pseudo signal voltage Vac from the latest accelerator opening equivalent voltage Va. When the accelerator opening equivalent voltage Va acting on the electromagnetic actuator 25 at the position of the control rack 23 corresponding to idle rotation becomes smaller (step L4), this accelerator pseudo signal is released, that is, Vac GFLG is set to "0" and returns to the main flow (steps L6 and L7). In this way, the output to the electromagnetic actuator 25 is suddenly increased to the voltage Va corresponding to the accelerator opening.
By adding it step by step without increasing it to
It reduces shock.

Next, the air check routine will be explained with reference to the flowchart of FIG. First, it is determined whether or not there is air in the main air tank 47 (step M1), and if there is, the pilot lamp "AiR" is turned off (step M2). Further, even if there is no air in the air tank 47, if there is air in the emergency air tank 49, the pilot lamp "AiR" is turned off and the solenoid valve 55 is opened (steps M3 to M5). Furthermore, if there is no air in either of the air tanks 47, 49, the pilot lamp "AiR" is lit to warn that there is no air (step M6).

[Effects of the invention] As detailed above, according to the invention, failure of the vehicle speed sensor can be accurately detected during coasting in neutral, and engine overrun can be reliably prevented when a shift instruction is subsequently issued. Therefore, it is possible to provide an automatic transmission for a vehicle that can perform the following functions, and it is possible to improve safety and reliability.

[Brief explanation of the drawing]

Fig. 1 is a schematic configuration diagram of a vehicle transmission control device according to an embodiment of the present invention, Fig. 2 is a conceptual diagram showing an example of its shift pattern, and Fig. 3 is an example of its PW and D range shift map. Fig. 4 is a graph showing an example of a map for determining the duty rate, Fig. 5 is a diagram showing the opening and closing of valves such as clutch engagement and clutch disengagement while driving.
Fig. 6 is a flowchart showing the main routine of the control program, Fig. 7 is a flowchart showing the starting routine of the control program, and Fig. 8 is a rotation speed calculation routine of the control program. Flowchart: Figure 9 is a flowchart showing the start routine of the control program; Figure 10 is a flowchart of the start routine of the control program.
A flowchart showing the VacMAKE1 and VacMAKE2 routines. Figure 11 is a flowchart showing the AUS routine in the control program.
Figure 2 is a flowchart showing the CELL routine in the control program, Figure 13 is a flowchart showing the speed change routine in the control program, and Figure 14 is a flowchart showing the Vac creation routine in the control program. , FIG. 15 is a flowchart showing the NEAIDL routine in the control program, FIG. 16 is a flowchart showing the NEHOLD routine in the control program, and FIG. 17 is a flowchart showing the double clutch routine in the control program. Flowchart, No. 18
Figure 19 is a flowchart showing the Vac step cancellation routine in the control program, Figure 19 is a flowchart showing the air check routine in the control program, and Figure 20 is a flowchart showing the ACiN routine in the control program. Chart, 2nd
Figure 1 is a flowchart showing the Vac return routine in the control program, Figure 22 is a flowchart showing the CHANGE routine in the control program, and Figure 23 is a flowchart to change gear to N in the control program. , FIG. 24 is a flowchart showing the clutch-on signal output routine in the control program, FIG. 25 is a flowchart showing the clutch-off duty signal output in the control program, and FIG. 26 is a flowchart showing the clutch-off duty signal output routine in the control program. FIG. 27 is a flowchart showing the clutch duty signal output routine in the control program; FIG. 28 is a flowchart showing the diagnosis routine in the control program. FIG. 29 is a flowchart showing a data reading routine in the control program;
Fig. 30 is a flowchart showing the initialization routine in the control program, Fig. 31 is a flowchart showing the judgment routine in the control program, and Fig. 32 is a flowchart showing the VAC release routine in the control program. Flowchart showing,
FIG. 33 is a flowchart showing a treatment routine within the control program. 11...Engine, 15...Friction clutch, 1
7...Gear type transmission, 21...Fuel injection pump,
23... Control rack, 25... Electromagnetic actuator, 33... Air cylinder, 47, 49
... Air tank, 53 ... Solenoid valve, 61 ... Change lever, 65 ... Gear shift unit, 71
...Control unit, 81...Accelerator pedal, 93...Microcomputer.

Claims (1)

[Claims for Utility Model Registration] A gear type transmission 17 that transmits the driving force from the engine 11 to the driving wheels; a shift actuator 65 that switches the gear position of the gear type transmission; and the gear type transmission. a shift specifying means 61 for specifying a gear stage or a gear range; a vehicle speed sensor 79 for detecting vehicle speed; and a control means 71 for controlling the operation of the shift actuator to execute a shift based on an instruction from the shift specifying means. When the control means detects that the rate of change in vehicle speed detected by the vehicle speed sensor is greater than a predetermined value when the shift designation means designates neutral, the control means then shifts the shift designation device to the neutral position. Means X60, X61, X64, H for shifting the gear to the gear position achieved before the shift specifying means is set to neutral when the shift specifying means is operated in a position other than
4, H10, and H11.