JPH056190Y2 - - Google Patents

Description

[Detailed description of the invention] <Industrial application field> The invention electronically controls a friction clutch interposed between an engine and a transmission via an actuator, and also changes the gear position of the transmission. The present invention relates to a vehicle start control device suitable for application to an automatic transmission that is electronically controlled via means.

<Conventional technology> In recent years, automatic transmission devices that can automatically select the 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 equipped with a fluid coupling such as a torque converter between the engine and the planetary gear transmission, using pressure oil as the control medium. A type of transmission equipped with gear position switching means is common.

<Problems that the invention aims to solve> When developing automatic transmission systems for large freight vehicles, etc., it is important to avoid expensive torque converters, etc., since the number of vehicles produced is significantly lower than that of passenger cars. Designing a new one is extremely disadvantageous in terms of cost, and it is desirable to use the drive system, including the existing production equipment, such as the friction clutch and transmission, as is.

However, if you try to control the start of a vehicle by using the conventional drive system as is,
The clutch operation, which had previously relied on delicate operations by the driver, had to be electronically controlled, making it particularly difficult to smoothly control starting on a slope. Therefore, an object of the present invention is to provide a vehicle start control device that can realize a smooth start on a slope.

<Means for Solving the Problems> The shift control device for an automatic transmission of the present invention includes a friction clutch connected to an engine, a clutch actuator for operating the friction clutch, and a gear type transmission connected to the friction clutch. a sensor, a detection means for detecting operation of the handbrake, a magnetic valve for actuating the brake, and an alarm means for issuing an alarm, and when the detection means detects that the handbrake has been operated, the A function of operating a magnetic valve to operate the brake and also operating the alarm generating means for a predetermined period of time, a function of controlling the operation of the clutch actuator when the vehicle is started, and a function of controlling the operation of the magnetic valve during the start control. If the magnetic valve is activated, the engine is controlled in accordance with the degree of opening of the accelerator, and the magnetic valve is activated until a peak point of the engine rotation, which is caused by the friction clutch being engaged to some extent, is reached. The invention is characterized by comprising a control device having a function of

<Operation> The friction clutch is operated by the control device via the clutch actuator to transmit or cut off the driving force from the engine to the gear type transmission. In addition, the control device controls the operating characteristics of the clutch actuator to transmit driving force with less shift shock, and in conjunction with the operation of the friction clutch, the control device operates the gear position switching means to select the optimum gear position. is now automatically selected. This speed change operation is performed based on the driver's intention and preset driving conditions of the vehicle.

On the other hand, when starting on a slope, a buzzer sounds while the brakes are being applied at the same time as the brakes are continuously applied in order to prevent problems caused by a timing shift in the handbrake.

<Embodiment> As shown in FIG. 1, which shows the concept of an embodiment of an automatic transmission that realizes the start control system of the present invention, this automatic transmission has a diesel engine (hereinafter simply referred to as engine) 11 and its A gear type transmission 1 receives the rotational force of an output shaft 13 via a mechanical friction clutch (hereinafter simply referred to as a clutch) 15.
It is installed over 7. A fuel injection pump (hereinafter simply referred to as 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. 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 a connected state to a disconnected state (the disconnected state is shown in FIG. 1). 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. Further, a clutch rotation speed sensor 41 is attached to the input shaft 39 of the gear type transmission 17. The clutch rotation speed sensor 41 generates a signal of the rotation speed of the input shaft 39 (hereinafter referred to as the clutch rotation speed). Said air cylinder 3
3 is connected to an air passage 43, which is a check valve 45.
A pair of air tanks 4 as a high pressure air source through
7,49. In the middle of the air passage 43, there is provided a solenoid valve 51 as an opening/closing means for duty-controlling the supply of working air, a solenoid valve 53 of an energized open type that performs duty-controlling to open the inside of the air cylinder 33 to the atmosphere, and a solenoid valve 53 that is open when energized. A solenoid valve (not shown) of a closed type when energized is installed, which opens the inside of the air cylinder 33 to the atmosphere only when the vehicle is traveling.
It is now possible to control the intermittent state and the intermittent time. In addition, a pair of air tanks 47, 49
One of the air tanks 49 is for emergency use, and when there is no air in the main air tank 47, the solenoid valve 55 is activated.
These air tanks 47 and 49 are equipped with air sensors 5 that output an ON signal when the internal air pressure falls below a specified value.
7,59 are installed. To change the gear position of the gear type transmission 17 that achieves each gear, the driver operates the change lever 61 to a gear position corresponding to a shift pattern as shown in FIG. 2, for example. Based on the shift signal obtained by switching the 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 display the gear position on a gear position indicator 67. That's what I do. Here, R indicates the reverse gear, N and _N1 are neutral, 1, 2, 3, 4, and 5 indicate the respective designated gears, and D _P and D _E are arbitrary gears from 2nd to 7th gear. This shows the automatic gear, and when the D _P or D _E range is selected, the optimum gear determination process described below will change from 2nd to 7th gear.
The speed is automatically determined based on the vehicle's driving conditions. Furthermore, as shown in Figure 3 a and b, which represent the shift ranges of the powerful automatic gear shift D _P and the economy automatic gear shift DE _E , the shift ranges are different for upshifts and downshifts, respectively. , the shift timings for 2nd to 7th speeds are set on the higher speed side in the D _P range in order to deal with situations such as when the vehicle is under high load. Also, if the driver presses the brake pedal 6
9 or when an exhaust brake device (not shown) is activated, different pre-programmed shift maps are selected accordingly, and the D _P range and D _E range are selected respectively. There are three shift maps available. The gear shift unit 65 includes a plurality of solenoid valves (only one is shown in FIG. 1) that are operated by an operation signal from a control unit 71.
73, and the air tank 4 via these solenoid valves 73.
It has a pair of power cylinders (not shown) to which high-pressure working air is supplied from 7 and 49 to actuate a select fork and a shift fork (not shown) of the gear type transmission 17. The power cylinder is operated to change the meshing mode of the gear type transmission 17 in the order of select and shift. Furthermore, gear position switches 75 are attached to the gear shift unit 65 as gear position sensors for detecting the positions of each gear, and gear position signals from these gear position switches 75 are output to the control unit 71. Furthermore, a vehicle speed sensor 79 is attached to the output shaft 77 of the gear type transmission 17 to generate a vehicle speed signal, and the accelerator pedal 81 generates a resistance change according to the amount of depression of the accelerator pedal 81 as a voltage value. An accelerator load sensor 85 is attached which converts the signal into a digital signal using a converter 83 and outputs the signal. The brake pedal 69 has a brake sensor 87 that outputs a high-level brake signal when the brake pedal 69 is depressed.
A starter 89 is attached to the engine 11 and starts the engine 11 by meshing with the ring gear on the outer periphery of the flywheel 29 at the appropriate time.
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 of the vehicle, and controls the drive of the engine 11 in response to input signals from various sensors (not shown). etc. This microcomputer 9
3 gives an actuation 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. interface 9
The input port 101 of 9 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 75.
, 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, and the hill start assist switch 103 and 1st 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 on an uphill slope.
The solenoid valve (hereinafter referred to as MVQ) 11 controls the supply of air to the air master 109 of the wheel brake 107.
MVQ 111 is controlled by control unit 7.
1. In addition, the first speed start switch 105
This is to achieve a 1st speed start in the D _P range or the D _E 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, starter relay 91, solenoid valves 53, 73, 111, and cut valve 51, respectively, and can send output signals to these.
In addition, the code 115 in the figure is the air tank 47, 4.
9 is an air warning lamp that lights up in response to an output from a drive circuit (not shown) when the air pressure does not reach a set value, and 117 lights up in response to an output when the amount of wear on the clutch 15 exceeds a specified value. This is a clutch warning lamp.

The memory 97 is composed of a read-only ROM in which programs and data shown in flowcharts in FIGS. 5 to 9 are written, and a read-write RAM. That is, in addition to the above program, the ROM contains a solenoid valve 5 corresponding to the value of the accelerator load signal.
The duty rate α of 3 is stored in advance as a map as shown in FIG. 4, and the corresponding value is 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 this map, the corresponding output signal is outputted to each electromagnetic valve 73 of the gear shift unit 65 with reference to this map, and the gear position is adjusted 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 when the gear shift is completed, 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 determined. It is used to emit. Furthermore, in the ROM, when a target gear exists in the D _P range or the D _E range, based on the vehicle speed, accelerator load, and engine rotation signals,
A shift map as shown in FIGS. 3a and 3b for determining the optimum gear position is also stored.

Here, the speed change control procedure of this embodiment will be explained based on FIGS. 5 to 9.

As shown in FIG. 5, when the program starts, the control unit 71 clears the memory, etc., and if the clutch 15 is connected at the normal pressure and in the normal state, the clutch 15 is disengaged to some extent from this position to drive the vehicle. After initial settings are made to read dummy data at the half-clutch position where the wheel transitions from a rotating state to a stopped state (hereinafter referred to as the LE point), the start process begins, and after the start process is completed, the vehicle speed signal and the clutch are Input the rotation speed signal. If the value of the vehicle speed signal exceeds 4 km/h, a shift process is performed, and if the value is 4 km/h or less, it is determined whether the gear position is N or not. If the gear position is N, the Rev pilot lamp for reverse display (not shown) is turned off and the start process is performed, and if the gear position is other than N, it is determined whether the clutch rotation speed _NCL is below the specified value. . If the clutch rotation speed N _CL is below the specified value, the Rev pilot lamp is turned off and the vehicle starts processing, and if the clutch rotation speed N _CL exceeds the specified value, the vehicle speed is deemed to be over 4 km/h. Perform the speed change process.

In the starting process shown in FIGS. 6a and 6b, a signal of engine speed N _E is input, and its value is set to the engine 11.
engine 11 is within the stop range.
In the case of a stop, it is determined whether the LE point was corrected at the time of startup according to the wear condition of the facing of the clutch 15, the presence or absence of a load, etc., that is, the flag HFLG is set to 1.
In this case, it is determined that the LE point correction was performed at startup.
By correcting the LE point, the clutch plate 31 from the LE point until the clutch 15 is completely connected.
The stroke of the clutch 15 is always approximately constant, and the clutch 15 is smoothly engaged regardless of the vehicle condition. If it is determined that the flag HFLG is not set to 1, it outputs a clutch connection signal, takes a time lag of 1.5 seconds, corrects the LE point, sets the flag HFLG to 1, and proceeds to the CHANGE routine. Also, engine 11 is stopped and the flag is raised.
If it is determined that HFLG=1, proceed to the CHANGE routine. On the other hand, if the engine 11 is not stopped, the flag HFLG is cleared and a starter enable relay (not shown) is turned OFF, and a check is made to check whether the air in the main air tank 47 and the emergency air tank 49 has reached the specified pressure. Check.
If the air has reached the specified pressure, the air warning lamp 115 is turned off and the startup process is completed.
If the air has not reached the specified pressure, the air warning lamp 115 is turned off and the change lever 6 is turned off.
1 is changed to N from a position other than N. If it is determined that the change lever 61 has been changed to N from a position other than N, the process proceeds to the CHANGE routine, and if it is determined that the change lever 61 has not been changed to N from a position other than N, the engine rotation speed N _E
It is determined whether the value of is within the engine 11 stop range.

In the CHANGE routine, the main air tank 4
It is determined whether the air in the emergency air tank 49 has reached the specified pressure or not, and if it has not reached the specified pressure, it is determined whether the air in the emergency air tank 49 has reached the specified pressure. If the air in the emergency air tank 49 has not reached the specified pressure, the air warning lamp 115 is turned on to notify the driver that the air in the main air tank 47 and the emergency air tank 49 is below the specified pressure. At the same time, it is determined whether or not the position of the change lever 61 and the gear position are the same, that is, the shift signal and the gear position signal are the same, and the target gear position ( _DE , D _P range) specified by the select signal is selected. If so, it is determined whether the gear position of the gear type transmission 17 matches the gear position of the gear type transmission 17 (which is set in advance as 2nd speed, for example). Emergency air tank 4
If the air in the air tank 9 has reached the specified pressure, turn off the air warning lamp 115, turn on the solenoid valve 55 of the emergency air tank 49, and then make sure that the position of the change lever 61 and the gear position are the same. Determine whether or not. On the other hand, if the air in the main air tank 47 has reached the specified pressure, the air warning lamp 115 is turned off and it is determined whether the position of the change lever 61 and the gear position are the same. If the position of the change lever 61 and the gear position are different, it is determined whether the clutch 15 is disengaged or not, and if it is disengaged, the clutch 15 is disengaged.
Hold the air pressure at the current level and change lever 6.
A signal is output to adjust the gear position to position 1, and it is again determined whether the air pressure in the main air tank 47 is at the specified value. If the clutch 15 is connected, after outputting a clutch disconnection signal, it is again determined whether the air pressure in the main air tank 47 is at the specified value. If the position of the change lever 61 and the gear position are the same, it is determined whether the gear position is in the neutral _N1 position or not, and if it is determined to be in the _N1 position, the solenoid valve 55 is turned OFF and the main Return to startup routine. If the gear position is determined to be other than N ₁ , it is determined whether or not the engine 11 is stopped, and if the engine 11 is stopped, the clutch 15 is connected and the solenoid valve 55 is closed.
Turn it off and return to the main starting routine, and if the engine 11 has not stopped, turn off the solenoid valve 55.
Turn OFF and return to main startup routine.

When the CHANGE routine is finished, the gear position is N.
If the gear position is in the N position, turn on the starter enable relay and again judge whether the value of the engine rotation speed _N is within the stop range of the engine 11. If the gear position is not in the N position, the starter enabling relay is turned OFF and it is again determined whether the value of the engine rotation speed N _E is within the stop range of the engine 11.

After the starting process is completed, the vehicle speed signal and clutch rotational speed signal are read, and if they are below a specified value, the starting process begins.

As shown in FIGS. 7a to 7h, first, the clutch 15
is cut off, and an accelerator pseudo signal voltage output relay (not shown) is turned on, and the electromagnetic _actuator 2
5 and turns on the exhaust brake release relay (not shown), clears the flags, and initializes the counters. Next, the engine speed
Determine whether N _E has fallen below the engine stall prevention rotation. That is, when the flag ENSTFLG is 1, it is determined that the rotation has fallen below the engine stall prevention rotation. If the engine speed N _E falls below the engine stall prevention speed, repeat the clutch disconnection process described above until it exceeds the engine stall prevention speed, and if the engine speed N _E exceeds the engine stall prevention speed, Execute the CHANGE routine described above.
After the CHANGE routine is finished, it is determined whether the gear position is N or not using the select signal, and if the gear position is N, it is determined whether or not it is at _N1 . When the gear position is N ₁ , connect the clutch 15, wait 1.5 seconds after the connection, correct the LE point, turn off the exhaust brake release relay, and after the connection, set the clutch 15 to 1.5 seconds.
If seconds have not elapsed, just turn off the exhaust brake release relay. When the exhaust brake release relay is turned OFF, turn off the MVQ111 for AUS.
OFF, turn off the accelerator pseudo signal voltage output relay, and again judge whether the flag ENSTFLG is 1 or not. MVQ if gear position is other than N ₁
111, turn off the accelerator pseudo signal voltage output relay, and set the flag ENSTFLG.
is 1 or not. If the gear position is other than N, connect the accelerator pseudo signal voltage output relay.
Turn on and move to AUS routine.

In the AUS routine, the clutch rotation speed N _CL is 500 rpm.
In the following cases, if the handbrake is sufficiently applied, the MVQ 111 is turned on, the indicator lamp 112 is turned on, and a buzzer (not shown) sounds for 0.5 seconds to apply the wheel brake 107. Clutch rotation speed N _CL
If the speed exceeds 500rpm and the handbrake is not fully applied, the main flow will be returned.

Here, I will explain hill starting, apart from the flowchart. In large vehicles, where it is difficult to use the foot brake at the same time as the accelerator and clutch when starting on an uphill road, the hand brake is pulled when starting on a slope, but it is difficult to release the hand brake at the right time, and if the timing is too late, the engine stalls and if it is too early, the vehicle may fall off. Therefore, a magnetic valve is inserted into the air piping of the brake system to control it, and the brake is forcibly applied until the clutch transmission torque increases and the vehicle can move forward, thereby eliminating the above-mentioned inconvenience. As mentioned above, the conditions for applying this brake are the clutch rotation speed and the pull of the handbrake in the processing step, and the driver applies this brake only when necessary. Therefore, the hill start assist switch 103 shown in FIG. 1 is connected to the control unit 71 together with the handbrake. Furthermore, when adding a warning system, the operating condition may be that there is no abnormality in the control system, such as an abnormality in the actuator or sensor. The MVQ111 is controlled by the automatic transmission control unit 71, and when the MVQ111 is opened, the air pressure reduced by the pressure reducing valve RV is transferred to the air master 10 via the double check valve DV.
9 is activated to apply the brakes and sound a buzzer. In addition, in a normal foot brake, air pressure from the main brake system directly operates the air master 109 via the double check valve DV. As a means of sounding the buzzer, without adding processing to make the buzzer sound for 0.5 seconds on the flowchart, as shown in Fig. 13, a power supply is connected via the capacitor 120 to the circuit that activates the MVQ 111 at the same time as the MVQ 111 is activated. A buzzer 121 may also be provided.

Now, return to the flowchart and when the AUS routine is finished, move clutch 15 to just before the LE point.
Moving on to the CLLE routine. The CLLE routine judges whether the clutch 15 is connected up to the LE point and the flag LEFLG is cleared, and sets the flag.
If LEFLG is not cleared, the clutch 15 is connected up to the LE point, and the process returns to the main flow. If the flag LEFLG is clear, the clutch 15 is connected to the LE point, the flag LEFLG is set to 1, and the process returns to the main flow.

When the CLLE routine is completed, it is determined whether the flag ONFLG, which started to connect clutch 15 when starting downhill, is cleared, and the flag ONFLG is cleared.
If ONFLG is not clear, determine whether the accelerator opening is 10% or more and flag it.
If ONFLG is clear, it is determined whether the clutch rotation speed _NCL is lower than the first specified value. When the accelerator opening is 10% or more, it is determined whether the clutch rotation speed _NCL is lower than a second specified value that is larger than the first specified value, and if it is lower than the second specified value, a flag ONFLG is set. Clear. If the accelerator opening is lower than 10%, it is determined whether the clutch rotation speed _NCL is lower than the third specified value, which is smaller than the first specified value, and if it is lower than the third specified value, a flag is set. Clear ONFLG. If the clutch rotation speed _NCL is higher than the first and third specified values, it is determined whether the flag ONFLG is cleared. If the flag ONFLG is clear, it is determined whether the counter NCNT for the time lag after the vehicle starts moving when starting on a downhill slope is 80. If the count NCNT is 80, the counter NCNT is set to 80. is set to 0 _, and it is determined whether the amount of change in the clutch rotation speed _NCL is 20 rpm or more. If the counter NCNT is not 80, the counter NCNT is counted once and the flag ONFLG is cleared. Amount of change in clutch rotation speed N _CL △N When _CL is 20 rpm or more, when starting downhill, the flag ONFLG is set to 1 and clutch 15 starts to be connected, and the amount of change in clutch rotation speed N _CL △N _CL
If the rpm is lower than 20 rpm, clear the flag ONFLG. On the other hand, when determining whether the flag ONFLG is clear, if it is not clear, the counter NCNT is set to 0 and the flag ONFLG is cleared.
Let ONFLG be 1. After setting the flag ONFLG to 1, it is determined whether the accelerator opening is 10% or less, and if it is 10% or less, the accelerator pseudo signal voltage V _AC outputs 1 volt, which is equivalent to the idle voltage. If the accelerator opening exceeds 10%, the clutch duty signal is output as described below. If the clutch rotation speed N _CL becomes lower than the specified value, or after counting the counter NCNT once and clearing the flag, the accelerator opening will change.
It is determined whether or not it is 10% or more, and if it is 10% or more, it is determined whether or not the engine speed _N reaches its peak point when the vehicle starts and the flag PFLG is cleared. If the accelerator opening does not exceed 10%, set the flag PFLG and the flag VFLG when the current accelerator opening equivalent voltage V _A is 50% when the engine speed N _E reaches its peak point when the vehicle starts. Clear the accelerator pseudo signal voltage V _AC output timing counter when the vehicle starts.
Set VCNT to 10, set the target stroke of clutch 15 to LE point, and set the engine speed N _E as described later.
The process moves on to a process of determining whether or not the amount of change ΔN _E is 40 rpm or more (see FIGS. 7a and 7c). V _AC if flag PFLG is clear
Proceeding to the MAKE1 routine, if the flag PFLG is not clear, it is determined whether the flag VFLG is clear. If the flag VFLG is clear, the accelerator opening degree described later
Shifts to the process of determining whether or not it is 10% or less (see Fig. 7 a, c), and if the flag VFLG is not cleared, the accelerator pseudo signal voltage V _AC , which will be described later, is set to correspond to the current accelerator opening. The process moves on to replacing the voltage V _A with the accelerator differential voltage ΔV (see FIGS. 7a and 7c).

The V _AC MAKE1 routine determines whether the counter VCNT is 10 or not.
If it is not 10, set the counter VCNT to 1.
Count the times and return to the main flow. counter
When VCNT is 10, the target engine speed is calculated based on the voltage V _A corresponding to the current accelerator opening, and the voltage value V ₀ for accelerator pseudo signal voltage output is calculated.
Operating memories R ₀ (not shown) each storing V ₁ ,
Voltage values corresponding to (target engine speed + 250) and (target engine speed - current engine speed N _E )/100 are read into R ₁ , respectively, and an operation memory R ₂ (not shown) that stores the voltage value V ₂ is set to V. ₂ +V ₁ , and the accelerator pseudo signal voltage V _AC is V ₀ +V ₂ . Determine whether the accelerator pseudo signal voltage V _AC is below 51 (idle equivalent voltage 1 volt) in AD value, and if it is below 51, set the accelerator pseudo signal voltage V _AC to 51 in AD value and set the counter VCNT to 0. Return to main flow. Accelerator pseudo signal voltage V _AC is AD value 51
If the accelerator pseudo signal voltage V _AC exceeds AD
Determine whether the value is 153 (equivalent to 3 volts) or higher,
If it does not exceed 153, set the counter VCNT to 0, return to the main flow, and set the accelerator pseudo signal voltage
If V _AC is AD value 153 or more, set accelerator pseudo signal voltage V _AC to 153 AD value and counter
Set VCNT to 0 and return to the main flow.

When the V _AC MAKE1 routine is completed, a clutch duty signal corresponding to the accelerator pseudo signal voltage V _AC is output, and the engine speed N _E is lower than the peak point.
It is determined whether the rpm has decreased by 30 rpm or not, and if the rpm has not decreased, the process returns to check whether ENSTFLG is set to 1 or not. Engine speed N _E is higher than the peak point
If the rpm drops by 30 rpm, MVQ111 is turned OFF to hold the rotation of clutch 15, and when the vehicle starts, it is determined that the engine speed N _E has reached its peak point (PFLG←1), and the counter VCNT is set to 50. Note that at the peak point, the output shaft 13 of the engine 11 is connected to the gear type transmission 17 via the clutch 15.
This occurs because power begins to be transmitted to the drive wheels as the input shaft 39 rotates (see FIG. 10).

Next, it is determined whether the accelerator opening is 50% or more. When the accelerator opening is 50% or more, the accelerator differential voltage △V is the difference between the current accelerator opening equivalent voltage V _A and the accelerator pseudo signal voltage V _AC , and the engine rotation speed N _E reaches its peak point when the vehicle starts. Assuming that the voltage V _A corresponding to the current accelerator opening is 50% or more (VFLG = 1), the accelerator pseudo signal voltage described later
The process moves on to replacing V _AC with V _A −ΔV. Flag VFLG when accelerator opening is lower than 50%
Clear and determine whether the accelerator opening is 10% or less. If it is determined that the flag VFLG has been cleared, it is determined whether the accelerator opening is 10% or less. If the accelerator opening is less than 10%, calculate the target stroke of the clutch 15 and the target engine speed, and check whether the change in engine speed N _E every 50 msec △N _E is 40 rpm or more. to decide. As a process after the target stroke of the clutch 15 is set to the LE point, it is determined whether or not the amount of change ΔN _E is equal to or greater than 40 rpm.
When the accelerator opening exceeds 10%, the absolute value of the difference between engine speed N _E and clutch speed N _CL is
It is determined whether or not the rpm is below 50 rpm, and if it exceeds 50 rpm, processing is performed to calculate the target stroke of the clutch 15, and if it is below 50 rpm, a clutch duty signal is output. Note that this clutch duty signal output processing is performed when 1 volt is output as the aforementioned accelerator pseudo signal voltage V _AC and the accelerator opening exceeds 10%. After outputting the clutch duty signal, it is determined whether the clutch 15 is connected or not. If the clutch 15 is not connected, the process returns to the process of setting the flag ENSTFLG to 1 as described above. When the clutch 15 is connected, the exhaust brake release relay is turned OFF, and a time lag for releasing the accelerator pseudo signal voltage V _AC is set. Next, a V _AC stage release routine is entered to release the accelerator pseudo signal voltage V _AC in stages.

In the V _AC phase release routine, the accelerator load signal voltage V _A when the clutch 15 is completely connected is read, and the accelerator pseudo signal voltage V _{AC is applied for a certain period of time by 1/8 of the difference from the voltage V AC of} the accelerator pseudo signal. Repeat this operation to convert the latest accelerator opening equivalent voltage V _A to the latest accelerator pseudo signal voltage V _AC
The value after subtracting is the latest accelerator opening equivalent voltage V _A
This accelerator pseudo signal is released when it becomes smaller than 1/8 of the value obtained by subtracting the accelerator opening equivalent voltage V _A acting on the electromagnetic actuator 25 at the position of the control rack 23 corresponding to the idle rotation of the engine 11. to return to the main flow. In this way, shock can be reduced by adding the output signal to the electromagnetic actuator 25 in stages without increasing it to the accelerator opening equivalent voltage V _A all at once. Then, after the accelerator pseudo signal voltage V _AC is released in stages, the clutch 15
Perform a slip routine to calculate the amount of wear. In the slip routine, the value of {(engine speed N _E - clutch speed N _CL )/engine speed N _E } is 50%.
If it is 50% or more, the clutch warning lamp 117 is turned on and the main flow is returned to. If it is not over 50%, the clutch warning lamp 117 is turned off and the main flow is returned. Return to When the slip routine ends, the flag LEFLG is cleared and the start process ends.

The amount of change in engine speed N _E every 50 msec △N _E is
If the speed is 40 rpm or more, a clutch off duty signal is output to determine whether the accelerator opening is 10% or more, and if it does not exceed 10%, the accelerator pseudo signal voltage V _AC is set to 51 as an AD value as described above. flag
Returning to the process of setting ENSTFLG to 1, if the accelerator opening is 10% or more, the V _AC MAKE2 routine is executed, and then returning to the process of setting the flag ENSTFLG to 1 described above. V _AC MAKE2 routine counts
When VCNT is 50, the process moves to calculate the target engine speed based on the voltage V _A corresponding to the current accelerator opening in the V _AC MAKE1 routine, and the count VCNT
If is other than 50, count VCNT once and return to the main flow. Engine RPM
If the amount of change in N _E △N _E does not exceed 40 rpm, it is determined whether the engine rotation speed N _E has fallen below 400 rpm (NEFLG = 1) when the vehicle starts; Determine whether the rotation speed N _E is 410 rpm or less. If the speed is below 410 rpm, the process shifts to outputting the clutch off duty signal described above, and the clutch plate 31 of the clutch 15 is stroked in the opposite direction to the flywheel 29, and if the speed exceeds 410 rpm, the flag ENFLG is cleared. . On the other hand, when the vehicle starts, the engine speed N _E is 400 rpm.
If the engine speed N _E exceeds 400 rpm
If it exceeds 400rpm, clear the flag N _E FLG, and if it is less than 400rpm, output the clutch off duty signal.
Set NEFLG to 1 and move on to the process of determining whether the accelerator opening is 10% or more. And the flag
After clearing NEFLG, it is determined whether the clutch stroke is at the target value, and if the clutch stroke is greater than the target value, a clutch duty signal is output to move the clutch plate 31 of the clutch 15 to the flywheel 29. Then, the process moves to the above-described process of determining whether the accelerator opening is 10% or more. If the clutch stroke is smaller than the target value, it is determined whether the accelerator opening is 10% or more, and if it is 10% or more, a clutch off duty signal is output to fly the clutch plate 31 of the clutch 15. While stroking the wheel 29 to the opposite side, the accelerator opening degree mentioned above is 10.
% or more, and if it does not exceed 10%, the engine speed N _E mentioned above is
A clutch off duty signal is output when the engine speed is 410 rpm or less, and the clutch plate 31 of the clutch 15 is
is stroked to the side opposite to the flywheel 29, and the process moves to the above-described process of determining whether the accelerator opening is 10% or more. If the clutch stroke becomes equal to the target value, the air cylinder 33 for connecting the clutch 15 is left as it is and the process moves to a process of determining whether the accelerator opening is 10% or more.

On the other hand, after the aforementioned flag VFLG is set to 1, the accelerator pseudo signal voltage V _AC is replaced with a value obtained by subtracting ΔV from the current accelerator opening equivalent voltage V _A. In addition,
This replacement process is also performed when it is determined that the flag VFLG described above has not been cleared (7th
(References in figures a, c). Next, it is determined whether the absolute value of the difference between the engine speed N _E and the clutch speed N _CL is 30 rpm or less, and if it is 30 rpm or less, the engine speed N _E and the clutch speed N _CL are synchronized. It is determined that the clutch 15 is connected, a clutch ON signal is output, and the process proceeds to a process of determining whether or not the clutch 15 is connected. Flag if absolute value exceeds 30 rpm
NEFLG is 1, i.e. the engine rotation speed when the vehicle starts
Determine whether N _E has fallen below 400 rpm and flag
If NEFLG is 1, it is determined whether the engine speed N _E is 410 rpm or less, and if it is 410 rpm or less, a clutch off duty signal is output and the flag ENSTFLG mentioned above is determined to be 1 or not. Shifts to the process of determining the rpm, and clears the flag NEFLG if the rpm exceeds 410 rpm. If the flag NEFLG is not 1, the engine speed N _E is
It is determined whether or not the rpm is below 400 rpm, and if it is below 400 rpm, a clutch off duty signal is output, the clutch plate 31 of the clutch 15 is stroked to the opposite side of the flywheel 29, and the flag is set.
Set NESTFLG to 1 and use the flags mentioned above.
Shifts to the process of determining whether NESTFLG is 1 or not,
If the speed exceeds 400 rpm, clear the flag NEFLG. 50msec after clearing flag NEFLG
It is determined whether the amount of change △N _E in engine speed is less than -5 rpm or not, and if it is less than -5 rpm, it is assumed that the amount of change △N _E is increasing when the vehicle starts (a flag is set).
XFLG=1) Determine whether the amount of change △N _E is -5 rpm or more. If the amount of change △N _E does not exceed -5 rpm, that is, if the engine speed N _E does not suddenly decrease, a clutch re-duty signal is output, the clutch 15 is gradually connected, and the aforementioned flag is activated.
The process moves to determining whether ENSTFLG is 1 or not. Change amount of engine speed N _E every 50msec △N _E
If is more than -5rpm, that is, the engine speed suddenly changes
If N _E has decreased, the flag XFLG is cleared and the air cylinder 33 for connecting the clutch 15 is left in its current state, and the process shifts to the process of determining whether the flag ENSTFLG is 1 or not. On the other hand, the amount of change △
If N _E exceeds -5 rpm, flag XFLG is set to 1.
If _{the flag} Determine whether the speed is 30 rpm or more.
If the speed is 30 rpm or more, the amount of change when the vehicle starts is △
It is determined that N _E has suddenly decreased (flag YFLG = 1),
Determine whether the amount of change △N _E is 30 rpm or less.
If it does not exceed 30 rpm, it is determined whether the flag YFLG is 1 or not, and if the flag YFLG is 1, it is determined whether the amount of change △N _E is 30 rpm or less,
If the flag YFLG is not set to 1, the air cylinder 33 for connecting the clutch 15 is operated as it is, and the process proceeds to a process of determining whether the flag ENSTFLG is set to 1 or not. If the amount of change in the engine speed N _E every 50 msec △N _E is less than 30 rpm, the flag YFLG is cleared and the air cylinder 33 for connecting the clutch 15 is operated as it is, and the flag ENSTFLG mentioned above is set to 1. The process moves on to a process of determining whether or not. If the amount of change △N _E exceeds 30 rpm, a clutch off duty signal is output to shut off the clutch 15 early, and the aforementioned flag is activated.
The process moves to determining whether ENSTFLG is 1 or not.

On the other hand, an engine rotation speed calculation routine as shown in FIG. 8 is executed at an appropriate position in the above-described flow. First, calculate the engine speed N _E ,
Determine whether the engine speed N _E exceeds 137 rpm. If the engine speed is 137 rpm or less, an oil pressure gauge switch (not shown) determines whether or not the engine has stopped (hereinafter referred to as "engine stall"). If the engine stalls, the process moves to initial settings before starting. do. Engine RPM
If N _E exceeds 137 rpm and the oil pressure gauge switch does not determine that the engine is stalled, it is determined whether or not the engine is starting. Determine whether the opening degree is 10% or more. When the accelerator opening is 10% or more or when the vehicle is starting, it is determined whether the engine speed N _E is 250 rpm or less.
If the speed is below 250 rpm, it is determined whether the vehicle speed is below a specified value. If the accelerator opening does not exceed 10%, it is determined whether the engine speed N _E is below 600 rpm, and if it is below 600 rpm, the process moves to determining whether the vehicle speed is below a specified value, and the engine speed is changed to 600 rpm. If it exceeds, clear the flag ENSTFLG. When the vehicle speed is below the specified value and the engine speed _N
If the vehicle speed exceeds 250 rpm, clear the flag ENSTLG, and if the vehicle speed exceeds the specified value, clear the flag.
Set ENSTFLG to 1. After clearing the flag ENSTFLG or setting the flag ENSTFLG to 1, calculate the clutch rotation speed N _CL and
Change amount of engine speed N _E every 50 msec △N _E and
Calculate the amount of change in clutch rotation speed N _CL every 50 msec △N _CL and return to the main flow.

After the start process is completed, the control unit 71 starts the gear change process if the vehicle speed or clutch rotational speed _NCL exceeds a specified value. As shown in FIGS. 9a to 9f, first, a selection signal is given to the input port 101 to check whether or not there is a brake failure. If YES indicates that the wheel brake 107 is malfunctioning, then the flag SSFLG is set to 1 or not. Find out whether or not. A flag indicating that there is a failure in the wheel brake 107 and that the brake pedal 69 is being depressed.
If SSFLG is 1, it is determined whether the change lever 61 is in the automatic gear position of D _P range or D _E range, and if YES, the flag described below is set.
Shift to ENSTFLG's judgment and maintain the current gear. Also, the position of the change lever 61 is D _P , D _E
When it is not in the range, that is, when it is in the specified gear position of the manual range, it is determined whether the change lever 61 position and the gear position are the same or not.If YES, the process moves to the determination of the flag ENSTFLG, and if NO, the change lever 61 position is the same as the gear position. After setting the position 61 as the target gear stage, the gear shift operation is performed as described later. On the other hand, the flag
If SSFLG determines that it is 0, it is checked whether the brake pedal 69 is being depressed, and if it is being depressed, the flag SSFLG is set to 1, and the same processing as described above when the flag SSFLG is 1 is performed. . or,
When the brake pedal 69 is not depressed and there is no failure in the wheel brake 107, the flag SSFLG is cleared again, and then it is determined whether the position of the change lever 61 and the gear position are the same.

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 it is checked whether the gear position is N or not. If the gear is N, there will be no synchronization problem when the clutch 15 is connected, so the solenoid valve 55 for switching the air tank is turned OFF and then the clutch is connected. After that, the flag GFLG indicating that the accelerator pseudo signal voltage V _AC was output during gear shifting is set to 1.
If it is not output, the slip of the clutch 15 is checked immediately, and the shift map switching memory MAPMODE and the flag LEFLG are cleared, and then the process returns to the main flow. Further, if the accelerator pseudo signal voltage V _AC is being output, after setting a time lag for canceling the accelerator pseudo signal voltage V _AC , the above-described V _AC step cancellation routine is executed before proceeding to the next step.

On the other hand, if the gear position is not N, clutch 1
Shift to the flow for synchronizing 5. First flag
Check whether ENSTFLG is 1 or not and flag
When ENSTFLG is 1, that is, when the engine speed N _E is lower than the engine stall prevention speed when the vehicle speed decreases, the clutch 15 is disengaged and the V _AC relay is turned OFF, and then the shift map switching memory MAPMODE is set as described above. After clearing the flag LEELG, return to the main flow. On the other hand, if the flag ENSTFLG is 0, it is determined whether the difference between the engine speed N _E and the clutch speed N _CL is less than a specified value, that is, whether they are synchronized or not.
If YES, the clutch 15 is immediately engaged as described above. On the other hand, in the case of NO, it is checked whether the clutch 15 is disengaged or not, and if the clutch 15 is connected, the process returns to the aforementioned clutch connection flow. If the clutch 15 is disengaged, check if the accelerator opening is less than 10%.
In the case of YES, that is, when the accelerator pedal 81 is not depressed, the process shifts to the start process on the condition that the clutch rotation speed _NCL is below the specified value and the vehicle speed is below the specified value. On the other hand, if the difference between the clutch rotational speed _NCL and the engine rotational speed _NE exceeds their specified values, the CLLE routine is executed to bring the clutch into a half-engaged state. If the accelerator opening exceeds 10%, it is assumed that the vehicle intends to drive, and the CLLE routine is executed without proceeding to the start process. After that, clutch rotation speed N _CL
A corresponding accelerator pseudo signal voltage V _AC is output, and the clutch 15 is connected at an optimum duty rate. The process then returns to the beginning of the speed change process and is repeated until synchronization or the clutch 15 is engaged.

On the other hand, in determining whether or not the position of the change lever 61 and the gear position are the same, if they are different (NO), the position of the change lever 61 is
You can check whether it is in the D _P range or the D _E range.
When the D _P range or the D _E range is selected, one is selected from a plurality of shift maps that preset the optimum gear position according to the driving condition. That is, the contents of the shift map switching memory MAPMODE are checked, and if it is 0, that is, no shift map has been selected yet, it is determined whether or not the exhaust brake (not shown) is being used, and the exhaust brake is not being used. In this case, select the first shift map and use the shift map switching memory.
Set MAPMODE to 1. On the other hand, if the exhaust brake is being used, the brake pedal 69 is further checked to see if it is depressed.
If 9 is depressed, the second shift map is selected and the shift map switching memory is
MAPMODE is set to 2, while if not, the third shift map is selected and the shift map switching memory MAPMODE is set to 3. Furthermore, if a shift map has already been selected in the currently executed shift process, the process moves to that shift map. This is because once the shift map is selected after starting the shift process, the same shift map is always maintained until the end of the shift process.

Next, a target gear position is determined from the selected shift map, and it is checked whether the current gear position is the same as the target gear position. Here, if the current gear position is the same as the target gear position, the process proceeds to the determination of the flag ENSTFLG described above to maintain the current gear position. 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. When it is necessary to shift up, the gear shift operation is performed only when the position of the control rack 23 of the injection pump 21 is above a specified value, and if not, the current gear position is maintained without performing the gear shift operation.
This is to prevent upshifting even though the engine 11 does not have sufficient extra horsepower. On the other hand, when it is necessary to downshift, if the exhaust brake is not used, the brake pedal 69 is strongly depressed, and the downshift is at 5th gear or lower, the current gear is changed without performing a gearshift operation. and perform gear shifting operations at other times.

Also, in determining whether the above-mentioned change lever 61 is in the D _P range or D _E range, NO
In this case, it is checked whether the change lever 61 is in the forward gear of the manual range, and if the forward gear is selected, the process proceeds to the next step on the condition that the gear position is not R. Next, it is determined whether the shift is up, and if the shift is up, the buzzer is activated.
After turning OFF, execute the NEAIDL routine and disengage clutch 15.

In the NEAIDL routine, first, the engine 11 is stored in the third operating memory _R3 for accelerator pseudo signal voltage output.
A predetermined voltage value where is the idle speed
Read _V3 and turn on the V _AC relay so that the control signal for the control rack 23 can be output to the electromagnetic actuator 25. Then, sequentially calculate the accelerator pseudo signal voltage V _AC as V _A − (V _A − V ₃ ) ×
Set to 1/8, V _A - (V _A - V ₃ ) x 1/4, V _A - (V _A - V ₃ ) x 3/8, V _A - (V _A - V ₃ ) x 1/2 and then outputs it for a certain period of time (for example, 0.09 seconds) (see Figure 11).
This is intended to reduce the shift shock by reducing the accelerator pseudo signal voltage V _AC step by step rather than dropping it all at once. After that, clutch 1
5, the accelerator pseudo signal voltage V _AC is set to the third operating memory voltage R ₃ , and the flag GFLG indicating that the accelerator pseudo signal voltage V _AC is output is set to 1.
and return to the main flow.

After executing the NEAIDL routine, execute the air check routine, then check whether the clutch 15 is actually disengaged, and if it is disengaged, output a shift signal to the solenoid valve 73 to match the gear position with the target gear position. 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.

On the other hand, if the shift is not up, that is, if you should shift down, shift to the D _P range or
Check whether there is a downshift in the D _E range,
When downshifting is in the D _P range or D _E range, the target gear is set to one stage from the current gear, and when the shift is downshifting in the manual range, the position of the change lever 61 is set. Set as the target gear. Then, it determines whether or not the engine 11 can be downshifted without overrunning the rotation, and if there is a possibility of overrun, a buzzer is used to warn the driver of the overrun, and the driver is not required to shift gears. to return to the beginning of the gear shifting process. If there is no overrun, turn off the buzzer and then turn off the flag.
GFLG is checked and the NEHOLD routine is executed to disengage the clutch 15 only when the accelerator pseudo signal voltage V _AC is not output. The NEHOLD routine is the same as the NEAIDL routine described above, except that the voltage value V ₃ corresponding to the current engine speed N _E at no-load is read into the third operating memory R ₃ for outputting the accelerator pseudo signal voltage. , the accelerator pseudo signal V _AC is gradually lowered and the clutch 15 is disengaged (see FIG. 12).

Thereafter, on the condition that this downshift is not a downshift of 5th gear or lower, or that the vehicle speed is not higher than the specified vehicle speed for that gear position, the above-mentioned air check routine is executed, and then the gear change operation is performed. On the other hand, if the downshift is at 5th speed or lower and the vehicle speed is above the specified vehicle speed, a double clutch routine is executed.

In the double clutch routine, the current clutch rotation speed _NCL is set to a constant C that is predetermined according to the gear shifting state.
(for example, 1.5) to temporarily set the target clutch rotation speed. Next, check whether this target clutch rotation speed is higher than the upper limit rotation speed of 2300 rpm,
If it is 2300rpm or more, 2300rpm is set as the target clutch rotational speed, and if it is less than 2300rpm, it is used as the target clutch rotational speed. Next, in order to disengage the gear, the solenoid valve 73 is turned ON, and after the gear position reaches the N state, a clutch ON signal is output, and the accelerator pseudo signal voltage V _AC is set to a predetermined value, so that the clutch rotation speed N Make sure that _CL becomes the target clutch rotation speed. Thereafter, the accelerator pseudo signal voltage V _AC 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.

Also, in determining whether the above-mentioned change lever 61 is in the forward gear of the manual range.
If NO, it is checked whether the change lever 61 is in the reverse gear. Change lever 61
When the position is in the reverse gear, this means that the change lever 61 was accidentally put into the reverse gear while the vehicle was traveling forward, so the Rev pilot lamp is turned on and the gear shift operation is performed with the target gear set in neutral. Also, when the forward gear is selected with the change lever 61 and the gear position is R, the Rev pilot lamp is similarly turned on to set the target gear to neutral. On the other hand, if the change lever 61 is not in the reverse gear position, the change lever 61
Check whether the position is N. If the shift lever 61 is not moved for one second in the case of N, it is assumed that the driver has selected N, and the target gear is set to neutral. On the other hand, when the change lever 61 was in N,
If the shift occurs within seconds, the process returns to the beginning of the shift process. On the other hand, when the change lever position is not N, that is, when the change lever 61 is in an ambiguous position where no position has been selected, the change lever 61 position is set to the previous change lever 6.
It is assumed that the position is the same as position 1, and the process returns to the beginning of the shift process.

In this embodiment, the clutch 1 is operated by using air pressure from air tanks 47 and 49 installed in the vehicle.
Although the air cylinder 33 for 5 actuation is driven, it is of course possible to use hydraulic pressure as the control medium. However, in this case, a new hydraulic pressure generation source such as an oil pump must be added, which may increase costs. Furthermore, it goes without saying that the speed change control procedure, shift pattern, etc. shown in this embodiment can be modified in detail as necessary, and the present invention is also applicable to vehicles equipped with a gasoline engine. be able to. Furthermore, a dummy clutch pedal may be installed for drivers who are switching from a manual transmission, and in this case, the clutch pedal is not air-conditioned in the R gear or the designated gears 1, 2, 3, 4, and 5. It is also possible to set it to function in priority to the cylinder 33.

According to the above-described shift control device for an automatic transmission, a drive system such as a general friction clutch or a gear type transmission is used as is, and air from an air tank installed in the vehicle is used as a control medium to control the friction clutch actuator and gear position change. Since the power cylinder of the means was activated and the gear change operation was performed,
A low-cost automatic transmission can be obtained without significantly improving conventional vehicle production equipment.

<Effects of the invention> According to the shift control device to which the vehicle start control device of the present invention is applied, the slope start assist brake AUS prevents the engine from stalling or slipping when starting on a slope, making it possible to start smoothly. ,
Since the buzzer sounds when AUS is activated, it is easy to confirm that AUS is activated even during the day when the indicator lamp for AUS activation is difficult to see.
This eliminates the need for the driver to feel anxious about whether or not the AUS is working. As a result,
The driver can reliably confirm that the brakes are activated and the start control on the slope is possible, which is safe, and at the same time, the start control on the slope can be performed reliably without any problems.

[Brief explanation of the drawing]

Fig. 1 is a schematic configuration diagram of an automatic transmission device that realizes a start 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 a and b are its D _P Graphs each showing an example of a shift map for range and D _E range, Fig. 4 is a graph showing an example of a map for determining the duty rate, Figs. 5 to 9 a, b, c, d, e, f is a flowchart representing an example of the control program, No. 10
The figure is a graph showing an example of changes over time in engine speed and clutch speed during gear shifting.
Figure 1 is a conceptual diagram of the operation during shift up operation, Figure 12
The figure is a conceptual diagram of the operation during a downshift operation, and FIG. 13 is a configuration diagram showing the AUS operation signal system equipped with a buzzer. In the drawing, 11 is an engine, 15 is a friction clutch, 17 is a gear type transmission, 21 is a fuel injection pump, 23 is a control rack, 25 is an electromagnetic actuator, 33 is an air cylinder, 47 and 49 are air tanks, and 53 is a solenoid valve. , 65 is a gear shift unit, 71 is a control unit, 61 is a change lever, 81 is an accelerator pedal, and 93 is a microcomputer.

Claims (1)

[Scope of utility model registration request] A friction clutch connected to the engine, a clutch actuator for operating the friction clutch, a gear type transmission connected to the friction clutch, a detection means for detecting operation of the handbrake, and a magnetic valve for operating the brake. ,
and an alarm means for issuing an alarm, and a function of operating the magnetic valve to operate the brake and operating the alarm generation means for a predetermined period of time when the detection means detects that the handbrake has been operated. and a function to control the operation of the clutch actuator when the vehicle is started, and a function to control the engine in accordance with the accelerator opening when the magnetic valve is operating at the time of the start control, so that the friction clutch is activated. A starting control device for a vehicle, comprising a control device having a function of keeping the magnetic valve in an operating state until a peak point of engine rotation, which is generated by a certain degree of connection, is reached.