JPH0563665B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to an automatic transmission, and particularly to improvements in its operating system.

<Conventional technology> Conventionally, commonly used automatic transmission devices are:
Since the gears are automatically changed according to the driving condition of the vehicle, it has the advantage of making it easier to operate the vehicle, but on the other hand, the automatically changed gears are not necessarily the ones desired by the driver, but can be changed depending on the driver's needs. There is a problem with not being able to select the gear position.

In addition, a general automatic transmission has a D (drive)
In addition to range, 2 range and L range are set, but 2 range automatically shifts between 1st and 2nd gear.
The range is only capable of instructing the driver to fix 1st gear, but it is not always possible to achieve the gear position desired by the driver.

As a conventional technique that can deal with such inconveniences, for example, Japanese Patent Publication No. 48-211 can be mentioned.

The former allows the driver to shift to the desired gear by providing a lever operation position that is dedicated to each gear in addition to the automatic gear position.

Furthermore, in Japanese Patent Application Laid-Open No. 59-37359, instructions are given by operating a switch instead of operating a lever. It is equipped with a switch to instruct.

<Problems to be Solved by the Invention> However, in the former conventional example described above, in addition to the drive position, positions for specifying each gear stage are provided as switching positions of the automatic transmission lever, so it is difficult to switch the lever. The number of positions increases dramatically, making operations complicated, and if the driver misrecognizes the current gear position, there is a problem in which the driver cannot shift up or down as intended. There is a drawback that it becomes difficult to use.

In addition, the latter conventional example is convenient in that it can instruct upshifts and downshifts from the current gear, but since downshifts and upshifts are instructed by a switch that can be operated at will, If you do not carefully watch the operation, there is a high possibility that you will make an erroneous operation, which also has the disadvantage of making it difficult for the driver to use.

Therefore, an object of the present invention is to provide an automatic transmission device that has an operation system that is easy for the driver to use, and that is capable of not only automatic shifting but also achieving gears according to the driver's wishes. do.

<Means for Solving the Problems> The configuration of the present invention that achieves the above object uses a computer to process the position signal from the automatic gear shift lever and the sensing signal from each sensor that detects the driving state, and to output the processing results. In an automatic transmission system that automatically shifts gears by controlling the gears in the transmission using a computer, the automatic gear lever is used not only to set the drive position for automatic transmission, but also to forcibly shift down and shift up. A shift-down position and a shift-up position are provided as switching positions for performing the shift-down position and a shift-up position, and a movement path of the automatic transmission lever from the drive position to the shift-down position and the shift-up position is curved. The automatic transmission lever is arranged so that the movement path between the shift-down position and the shift-up position is linear, and the movement direction from the bent portion to the shift-down position and the shift-up position is opposite. A means for guiding the movement is provided, and the computer executes automatic speed change control based on sensing signals from each of the sensors when the automatic speed change lever is put into the drive position, and when the automatic speed change lever is shifted to the downshift position. The present invention is characterized in that, when the vehicle is put into the shift-up or shift-up position, the gear is shifted down or up by one gear relative to the current gear.

<Operations and Effects> That is, according to the present invention, in addition to the drive position, a shift-down position and a shift-up position for forcibly performing downshifts and upshifts are provided as switching positions of the automatic transmission lever. Therefore, it has the advantage of having a compact configuration and being able to give an arbitrary instruction for downshifting or upshifting with a simple operation. Further, since a downshift or upshift is instructed by operating the automatic gear shift lever that specifies the drive position, it has the advantage of being easy to operate.

In addition, since the movement path of the automatic transmission lever from the drive position to the downshift position and upshift position is guided in a curved manner,
There is also the advantage that a downshift or upshift is prevented from being instructed due to an erroneous operation, and the movement path between the downshift position and the upshift position is straight, and the movement path from the bent portion to the upshift down position and the upshift position is straight. Since the direction of movement to the up position is in the opposite direction, there is no need to mistakenly operate downshifting and upshifting, which also has the advantage of ease of operation for the driver.

In particular, in the invention of claim 2, the gear position is changed to one gear position with respect to the current gear position on the condition that the engine speed after shifting does not fall outside the predetermined speed range.
There is an advantage in that it is possible to prevent engine stalling or over-speeding of the engine when forcedly downshifting or upshifting.

Furthermore, in the invention of claim 3, when the automatic transmission lever is put into the downshift position or the upshift position, it is necessary to operate the automatic transmission lever against the spring force. Alternatively, the driver can be made clearly aware of the instruction to shift up, which has the advantage of being excellent in safety.

<Examples> Examples of the present invention will be described in detail below based on the drawings.

FIG. 1 shows an embodiment of the invention. In the figure, reference numeral 10 is an automobile engine, 12 is a transmission, and 1
4 is a known clutch interposed between the engine 10 and the transmission 12; 16 is a clutch operating member for controlling engagement and release of the clutch 14; and 18 is operatively connected to the clutch operating member 16. 20 is a known generator connected to the engine 10 and driven by the engine to generate a current that increases according to the engine speed; 22 is an accelerator pedal that controls fuel supply to the engine 10; 24 is the accelerator pedal 22
A variable resistor 26 is connected to a variable resistor whose resistance value increases as the amount of pedal depression increases when the pedal is depressed. A clutch switch 30 is supplied to the pressure-responsive device 18, which is closed automatically or by the driver pressing a push button on the instrument panel, and automatically opened by full engagement of the clutch 14. An air tank 32 stores compressed air as a working medium;
a solenoid valve interposed between the air tank 30 and the air tank 30;
6 is a rotation speed sensor that detects the rotation speed of the engine 10; 38 is the output shaft of the clutch 14, that is, the transmission 12;
This is a rotation speed sensor that detects the rotation speed of the input shaft. These components are similar to those described in Utility Model Application No. 59-34585 filed by the applicant of the present invention, and these components and a computer 100, which will be described later, constitute a "clutch automatic control device."

The computer 100 excites the solenoid valve 32 when the engine speed and the transmission input shaft speed become equal. When the solenoid valve 32 is energized, the air tank 3
0 compressed air is allowed to flow, and when the magnet becomes de-energized, the flow of compressed air is blocked.

The pressure response device 18 includes a cylinder, a piston that is connected to the clutch actuating member 16 and moves, a return spring, and a current generated by a generator 20 that flows and causes the return spring to resist the spring force due to an electromagnetic force corresponding to the current. It has an electromagnetic coil etc. that moves the piston. Then, the piston moves due to the action of the compressed air force and the electromagnetic coil force, and the clutch operating member moves, causing the clutch to engage or disengage.
control.

In the clutch automatic control device described above, (i) when the solenoid valve 32 is de-energized and the electromagnetic coil of the pressure response device 18 is energized, the clutch 14 is disconnected when the engine speed and the clutch output shaft speed are different; state, and when both rotational speeds approach, the clutch 14 is brought into a half-clutch state. In other words, the clutch 14 is automatically engaged and disengaged.

(ii) Also, when the solenoid valve 32 is energized, the clutch 14 is completely connected.

(iii) Furthermore, when both the electromagnetic valve 32 and the electromagnetic coil of the pressure-responsive device 18 are de-energized, the clutch 14 is disengaged.

Furthermore, in this embodiment, a computer 100, an automatic gear shift lever 102, and a transmission switching device 1 are provided.
04, an electromagnetic coil switch 106 is provided. Of these, the automatic gear shift lever 102 sends a position signal to the computer 100 instructing the gear position to be engaged. Also, the transmission switching device 104
At this time, compressed air is sent from the air tank 30, and the shift booster or select booster is activated by a command from the computer 100 to change the gear stage of the transmission 12. The electromagnetic coil switch 106 is controlled to open and close according to commands from the computer 100. Further, the computer 100 excites the solenoid valve 32 and controls the electronic governor and exhaust brake of the engine 10 when the engine speed and the transmission output shaft speed become substantially equal. The computer 100 includes a clutch switch 26, an engine speed sensor, an accelerator opening sensor, a parking brake switch, an accelerator switch, an acceleration sensor, an automatic shift lever position sensor, a transmission gear position sensor, a foot brake switch, a vehicle speed sensor, and a load sensor. Sensing signals indicating the status of each part are input from the sensor, air pressure sensor, and exhaust brake switch.

Here, with reference to FIG. 2, the automatic gear shift lever 10
2 will be explained. FIG. 2a shows a front view, and FIG. 2b shows a shift position. As shown in these figures, the automatic transmission lever 102 has three positions: drive position D, neutral position N, shift up position SHIFT UP, and shift down position.
It has SHIFT DOWN and rear position R.

The automatic gear shift lever 102 moves along a guide groove 102a and is located at each position.
To explain using the positional relationship shown in Figure 2b, from drive position D to downshift position
To shift to SHIFT DOWN, move the automatic shift lever 102 upwards until it reaches the top, then bend it to the left and move it to the left.
Further, to shift from drive position D to shift up position SHIFT UP, the automatic transmission lever 102 is moved upward, and when it reaches the upper side, it is bent to the right and moved to the right. To change the position between the downshift position SHIFT DOWN and the upshift position SHIFT UP, the automatic transmission lever 102 is moved linearly in the left and right direction.

Drive position D is a position for automatic transmission, and when the drive position D is turned on, a command is issued to enter the optimum forward gear according to the driving condition. When the gear is put into neutral position N, a command is issued to enter the neutral stage. When the shift up position SHIFT UP is entered, a command is issued to force the current gear to move up one gear. When the shift down position SHIFT DOWN is entered, a command is issued to forcibly lower the current gear by one gear. When the vehicle is placed in rear position R, a command is issued to enter the rear gear. Furthermore, if you release your hand from the lever while it is in the shift-up position SHIFT UP or shift-down position SHIFT DOWN, the lever will automatically shift between the shift-up position and the shift-down position by the force of the spring. It is designed to return to the intermediate position.

Next, control by the computer 100 will be explained. In each flowchart, the numbers in brackets correspond to the numbers at the beginning of the explanatory text.

First, the main routine will be explained with reference to FIG.

(1) When the power switch is turned on, the computer 100 calculates the rotational speed N _E of the engine 10, the opening degree α of the accelerator pedal 22 (α=10 when fully opened),
Vehicle speed V, acceleration γ, automatic shift lever 102 engagement position, transmission 12 gear, foot brake switch signal, load L, air pressure P of air tank 30, clutch switch 26 signal, parking brake switch signal, accelerator Read the switch signal and exhaust brake switch signal.

(2) Determine whether the foot brake is depressed, and if it is not, computer 1
Set the flag in 00 to 0 and clear the vehicle speed V read into the memory. This is done for speed change control which will be described later.

(3) Air pressure P in the air tank 30 is the specified air pressure
It determines whether the air pressure is above P ₀ and activates a buzzer or lamp if it is lower than the specified air pressure. If the specified air pressure P is equal to or higher than ₀ , proceed to the next determination (4).

(4) Determine whether the rotational speed N _E of the engine 10 is equal to or higher than the idling rotational speed N _Ei , and perform engine stop control (details will be described later) when it is lower than the idling rotational speed N _Ei . If the idling rotation speed N _Ei or higher, the process moves to the next determination (5).

(5) It is determined whether the vehicle speed V is V≧3 Km/h, and when V<3 Km/h, start/stop control is performed (details will be described later). V≧3
If it is Km/h, move on to the next determination (6).

(6) Determine whether the automatic transmission lever 102 is in rear position R, and if it is in rear position R, activate a warning buzzer. The driver hears this warning and shifts the automatic gear shift lever 102 to the neutral position N. On the other hand, if the rear position R is not set, the next
Proceed to judgment (7).

(7) Determine whether the automatic transmission lever 102 is in neutral position N. If it is in neutral position N, proceed to the next determination (8); if not, proceed to the next step. of
Proceed to judgment (9).

(8) Determine whether or not the gear position of the transmission 12 is in neutral N, and if it is not in neutral N, perform shift operation control (details will be described later) by issuing a command to shift to neutral N. On the other hand, if the state is in neutral N, the electromagnetic coil switch 106 continues to be turned on and the electromagnetic coil in the pressure response device 18 continues to be energized. For this purpose, automatic control of the clutch is provided.

(9) Determine whether a forced shift change instruction has been received, and perform forced shift control (details will be described later) when the instruction is received. On the other hand, if there is no instruction, the process moves to the next determination (10).

(10) Determine whether the accelerator switch is turned on, that is, whether the accelerator is depressed, and when the accelerator is depressed (accelerator switch ON), perform gear change control (details will be described later). When the accelerator is not pressed firmly (when the accelerator switch is OFF), the gear shift control (details will be described later) is performed.

Next, each subroutine will be explained.

The engine stop control subroutine will be explained with reference to FIG.

(1) This subroutine is entered when the rotational speed N _E of the engine 10 is smaller than the idling rotational speed N _Ei . In other words, this subroutine is entered when the engine 10 is stopped.

(2) Read the starter switch signal.

(3) Determine whether the starter switch is turned on (ON). Performs start/stop control (described later) when the power is not turned on.
On the other hand, when the engine is being turned on, that is, when the driver is about to start the engine, the process moves to the next determination (4).

(4) Determine whether the clutch switch 26 is turned on (ON). clutch switch 2
When the clutch switch 26 is not engaged, that is, when the clutch 14 is in the engaged state, the process moves to the next step (5), and when the clutch switch 26 is engaged, that is, when the clutch 14 is in the disengaged state, Let's move on to the next step (7).

(5) Determine whether the automatic gear shift lever 102 is in the neutral position N, and if it is not in the neutral position N, turn off the starter circuit and do not start the engine. If it is in neutral position N, proceed to the next determination (6).

(6) Determine whether transmission 12 is in neutral N. If it is not in neutral N, turn off the starter circuit.
Turn it off and do not start the engine. When it is in neutral N, move on to the next judgment (7).

(7) Parking brake switch is turned on (ON)
That is, whether the parking brake is applied. When the parking brake is not applied, the starter circuit is turned OFF and the engine does not start. When the parking brake is applied, turn on the starter circuit and start the engine.

After all, in this engine stop control subroutine, the automatic gear lever 102 and the transmission 12 are activated even when the clutch is disengaged and the parking brake is applied, or when the clutch is engaged.
The engine will start when both are in neutral and the parking brake is applied.
Therefore, even if the engine is started, the car will not run out of control and is safe.

The start/stop control subroutine will be explained with reference to FIG.

(1) This subroutine is entered when the vehicle speed V<3 Km/h or when the starter switch was OFF in the previous engine stop control subroutine.

(2) Determine whether the automatic gear shift lever 102 is in the rear position R. When the vehicle is in rear position R, the process moves to the next step (3). If it is not in the rear position, proceed to the next step (4).

(3) Determine whether the gear position of the transmission 12 is rear R. If the transmission 12 is installed in the rear, the electromagnetic coil switch 106 is held ON and the electromagnetic coil of the pressure response device 18 is energized. Then, the clutch is automatically controlled, and when the engine speed and the clutch output shaft speed are different, the clutch 14 is disengaged, and when the two speeds approach, the clutch 14 is disengaged.
becomes half-clutched. On the other hand, if the transmission is not in the rear position, a command is issued to shift to the rear R position and the gear change operation is controlled.

(4) Determine whether the automatic transmission lever 102 is in the downshift position SHIFT DOWN. When the shift down position is reached, the process moves to the next step (5). If the downshift position has not been reached, the process moves to the next step (6).

(5) Determine whether the gear stage of the transmission 12 is 1st speed. When the gear is in first gear, the electromagnetic coil switch 106 is held ON to perform automatic clutch control. If the gear is not in the first gear, a command is issued to shift to the first gear, thereby controlling the gear shifting operation. In this way, force 1
You can apply engine braking by shifting to high gear.

(6) Determine whether the automatic transmission lever 102 is in the shift up position SHIFT UP. When the shift-up position is reached, the process moves to the next step (7). If it is not in the shift-up position, proceed to the next step (8).

(7) Determine whether the gear position of the transmission 12 is 3rd speed. When the gear is in third gear, the electromagnetic coil switch 106 is held ON to perform automatic clutch control. If the gear is not in the third gear, a command is issued to shift to the third gear, thereby controlling the gear shifting operation. By forcing the vehicle into third gear in this manner, it is possible to improve fuel efficiency at the time of starting.

(8) Determine whether the automatic gear shift lever 102 is in drive position D. When the drive position D is reached, the process moves to the next determination (9). If the drive position D is not reached, the process moves to the next step (10).

(9) Determine whether the transmission 12 is in the second gear. If the gear is in second gear, the electromagnetic coil switch 106 is held in the ON position to perform automatic clutch control. If it is not already in 2nd gear, issue a command to shift to 2nd gear,
Controls the speed change operation. If the automatic gear shift lever 102 is placed in the drive position D in this way, the vehicle will start in second gear as in a normal start.

(10) Determine whether transmission 12 is in neutral N. If it is in neutral, turn on the electromagnetic coil switch 106.
Keep it ON to perform automatic clutch control. If the gear is not in neutral, a command is issued to shift to neutral, thereby controlling the gear shifting operation.

The gear change operation control subroutine will be explained with reference to FIG.

(1) When a command is issued to shift to 1st, 2nd, 3rd, rear, or neutral gears, this variable operation control subroutine is entered.

(2) First, determine whether the exhaust brake is operating, and if so, release the exhaust brake. The reason for this is that, as will be described next, the clutch 14 is always disengaged when shifting gears, so if the exhaust brake is applied at this time, the rotational speed of the engine whose exhaust gas is being suppressed will drop, causing the clutch to disengage. This is because synchronization becomes difficult to achieve, and if the clutch 14 is also disengaged, the exhaust brake itself will not work.

(3) Calculate the amount of movement in the select direction and shift direction from the current gear and the command gear.

(4) Turn off the electromagnetic coil switch 106 to de-energize the electromagnetic coil of the pressure response device 18, and de-energize the electromagnetic valve 32 so that compressed air does not flow through the electromagnetic valve 32. Then, the clutch 14 becomes disengaged.

(5) Activate the shift booster and select booster of the transmission switching device 104 to shift to the command gear.

(6) Turn on the electromagnetic coil 106 to excite the electromagnetic coil of the pressure response device 18. Then, when the engine speed and the torque output shaft speed approach, the clutch becomes half-engaged, and when the two speeds become approximately equal, the clutch 14 becomes fully engaged.

The forced shift control subroutine will be explained with reference to FIG.

(1) This subroutine is entered when the vehicle speed is 3 km/h or higher and a forced shift change instruction is received.

(2) Determine whether the automatic transmission lever 102 is in the shift-up position SHIFT UP or in the shift-down position SHIFT DOWN. If the shift-up position is entered, the process moves to the next determination (3), and if the shift-down position is entered, the process moves to the subsequent determination (4).

(3) Determine whether the current gear is the highest gear, and if it is not the highest gear, if you shift up one gear from the current gear, the engine rotation speed N _E will be N _E ≦
600, that is, the idling speed or less. If the idling speed is exceeded, a shift operation control program (described later) is executed that issues a command to shift up one gear from the current shift gear.

(4) Determine whether or not there will be overrev when shifting down one gear from the current gear. When there is no overrevving, a shift operation control program (described later) is executed that issues a command to downshift by one gear from the current shift gear. On the other hand, when overrevving occurs, the process moves to the next determination (5).

(5) When overrevving, a timer starts operating, and this timer is reset one second after operating. Therefore, it is determined whether the timer is operating when overrevving. If the timer is operating, shift down one gear from the current shift gear. When downshifting in this way, overrevving occurs, but the downshifting time is during the operation of the timer, that is, one second, so there is little burden on the engine. On the other hand, when the timer is not operating, the timer is activated immediately, and while the timer is operating, an alarm buzzer is activated.

The gear change control subroutine will be explained with reference to FIG.

(1) Automatic gear shift lever 102 when vehicle speed is 3 km/h or more
This subroutine is entered when the vehicle is in drive position D and the accelerator is further depressed. In this routine, the accelerator opening degree is indicated by α, and when fully open, α=10, and when fully closed, α=0.

(2) Determine whether the engine rotation speed N _E satisfies N _E ≦600+60α, that is, whether it is lower than the low rotation speed in the normal rotation speed range. If it is low, go to the next step (3), and if it is high, go to the next step (4).
Let's move on to the judgment.

(3) Determine whether the current gear is 1st or 2nd gear. When the gear is in the first or second gear, the solenoid valve 32 of the clutch automatic control device and the solenoid coil of the pressure response device 18 are both turned on to maintain the current gear. When not in 1st or 2nd gear,
Engine speed N _E is 600+ with respect to current vehicle speed V
A higher gear is selected from among the gears where 60α≦N _E ≦800+90α, a command is issued to shift to the selected gear, and the shift operation control program is executed.

(4) Determine whether the engine rotation speed N _E is N _E ≧1000+120α, that is, whether it is higher than the high rotation speed in the normal rotation speed range. When it is low, both the solenoid valve 32 of the clutch automatic control device and the solenoid coil of the pressure response device 18 are turned on to maintain the current gear. If it is high, move on to the next judgment (5).

(5) Determine whether the current gear is the highest gear. If it is the highest gear, both the electromagnetic valve 32 and the electromagnetic coil of the pressure response device 18 are turned on to maintain the current gear. If it is not the top gear, a command is issued to shift up one gear from the current gear, and the shift operation control program is executed.

Ultimately, the control of this shift control subroutine can be shown in FIG. That is, in FIG. 9, the horizontal axis is the engine rotation speed N _E and the vertical axis is the accelerator opening degree α, and the gear is shifted so that it enters the normal rotation range indicated by I in the figure. When the engine enters the low rotational speed range, the gears are shifted down to enter the normal rotational speed range, and a higher gear is selected. Also, when entering the high rotation speed region, it shifts up one step,
Ultimately, the engine speed is controlled to fall within the normal rotation speed range. The threshold value used in this control is 600
+60α, 800+90α, 1000+120α are changed depending on the load. For example, when the vehicle is heavily loaded, the above threshold values are set to 800+60α, 1000+90α, and 1200+120α. By doing this, smooth running can be achieved according to the loaded weight.

The gear change control subroutine will be explained with reference to FIG.

(1) Automatic gear shift lever 102 when vehicle speed is 3 km/h or more
This subroutine is entered when the vehicle is in drive position D and the accelerator is not fully depressed. In this subroutine, acceleration is indicated by γ, and the relationship is γ ₂ <γ ₁ <0.

(2) Determine whether acceleration γ is γ>0. γ≦
When the speed is 0, that is, the speed is decelerating, the process moves to the next step (3).

(3) Determine whether the foot brake switch is ON, that is, whether the foot brake is being depressed. When the foot brake is not depressed, the process moves to the next determination (4), and when the foot brake is depressed, the process moves to the subsequent determination (5).

(4) Determine whether Flag is 1, that is, whether the foot brake was previously depressed. If the foot brake was previously depressed,
Engine speed N _E is 600≦ relative to current vehicle speed V
Issue a downshift command to achieve a gear position where N _E ≦1000, and execute the shift operation control program. Conversely, if the accelerator is not depressed and the vehicle is decelerating, and the foot brake was previously depressed but is not currently being depressed, the gear position becomes 600≦N _E ≦1000. command to downshift. On the other hand, if the foot brake has not been depressed before, the process moves to the next step (7). Conversely, when the accelerator is not depressed, the vehicle is decelerating, and the foot brake is not continuously depressed including the current moment, for example, when climbing a slope, the judgment moves to (7).

(5) Determine whether Flag is 1. When Flag is not 1, it is set to 1 and the vehicle speed at this time is stored. When the flag becomes Flag1, move on to the next judgment (6).

(6) Determine whether acceleration γ is γ<γ ₁ . When γ≧γ ₁ , that is, slow deceleration, the following (7)
Let's move on to the judgment. When γ<γ ₁ , the process moves to the later determination (8).

(7) Determine whether the engine rotation speed N _E is N _E ≦800, and if N _E ≦800, issue a command to downshift by one gear from the current shift gear, and execute the shift operation control program. . Conversely, when the accelerator is not depressed and the vehicle is decelerating, the foot brake is depressed and the engine is decelerating slowly, and the engine speed is below the lower limit of the normal rotation speed range, or the foot brake is depressed. If the foot brake is not depressed, the foot brake has not been depressed before, and the engine speed is below the lower limit of the normal engine speed range, the clutch automatic control device and trans It controls the transmission switching device.

(8) Determine whether the acceleration γ is γ<γ ₂ . When γ<γ ₂ , that is, when there is a sudden deceleration, the process moves to the next determination (9). When γ>γ ₂ , that is, when γ ₂ ≦γ≦γ ₁ and the deceleration is normal, the process moves to the next determination (10).

(9) Vehicle speed Mv stored in memory is Mv≧15Km/h
Determine whether or not. If Mv<15Km/h, issue a command to shift to 2nd gear and execute the shift operation program. Conversely,
When the accelerator is not depressed and the car is decelerating, the clutch automatic control device and trans It controls the transmission switching device. On the other hand, when Mv≧15Km/h, the process moves to execution of the later (11).

(10) Determine whether the engine speed N _E is equal to or lower than the idle speed. When the number of revolutions exceeds the idle speed, the process moves to the next step (11), and when the number of revolutions falls below the idle speed, the process moves to the next step (12).

(11) Both the solenoid valve 32 of the clutch automatic control device and the solenoid coil of the pressure response device 18 are turned on to force the clutch 14 into contact. This activates engine braking. Conversely, when the accelerator is not depressed and the vehicle is decelerating, the foot brake is depressed and the vehicle is suddenly decelerating and the vehicle speed is faster than the specified speed, or the foot brake is depressed and the vehicle is decelerating normally. At the same time, when the engine speed exceeds the idling speed, the automatic clutch control device is controlled to keep the clutch engaged.

(12) Turn on the electromagnetic coil of the pressure response device 18 of the clutch automatic control device to perform clutch automatic control,
The clutch is disengaged when the number of revolutions drops below the idle speed, preventing the engine from stalling. Conversely, if the accelerator is not pressed and the car is decelerating, but the foot brake is pressed and the engine is decelerating normally, and the engine speed is below the idling speed, the clutch is pressed to prevent the engine from stopping. The clutch automatic control device is controlled to disconnect and connect the clutch.

The speed change operation control program will be explained with reference to FIG.

(1) Start when the gear is to be shifted up or there is a possibility of shifting up, and start when the gear is to be shifted down.

When starting from (2), it is determined whether or not there will be overrev when the command shift stage is selected. If there is no overrev, proceed to the next determination (3).

(3) Determine whether the exhaust brake is operating, and release the exhaust brake if it is operating. The reason for doing this is as described below, since the clutch 14 is always disengaged when shifting gears, if the exhaust brake is applied at this time, the rotational speed of the engine whose exhaust gas is being suppressed decreases, causing the clutch to disengage. This is because it becomes difficult to synchronize. Furthermore, if the clutch 14 is disengaged, the exhaust brake itself will not operate.

(4) Calculate the amount of movement in the select direction and shift direction from the current shift stage and the commanded shift stage.

(5) Turn off both the solenoid valve 32 of the clutch automatic control device and the solenoid coil of the pressure response device 18 to disengage the clutch 14.

(6) Start controlling the electronic governor so that the engine speed corresponds to the commanded gear.

(7) Activate the shift booster of the transmission switching device 104 to set the transmission 14 to neutral.

(8) Both the electromagnetic valve 32 and the electromagnetic coil of the pressure response device 18 are turned ON, and the clutch 14 is brought into the connected state. This has the same effect as a double clutch.

(9) Activate the select booster of the transmission switching device 104 to set it to neutral immediately before the command gear.

(10) Turn off both the electromagnetic valve 32 and the electromagnetic coil of the pressure response device 18 to disengage the clutch 14.

(11) Activate the shift booster to put the transmission 14 into the command gear.

(12) Stop electronic governor control.

(13) Turn on the pressure response device 18 electromagnetic coil and perform clutch automatic control. As a result, the clutch changes from disengaged to half-clutch to engaged.

<Effects of the Invention> As specifically explained above in conjunction with the embodiments, the present invention has an operation system that is easy for the driver to use, and in addition to automatic gear shifting, can shift gears according to the driver's wishes. It is possible to realize an automatic transmission device that can also achieve the following.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram showing an embodiment of the present invention, Fig. 2a is a front view showing an automatic gear shift lever, Fig. 2b is an explanatory diagram for explaining the shift position, and Fig. 3 is a diagram showing the embodiment of the present invention. 4 is a flowchart showing the engine stop control subroutine, FIG. 5 is a flowchart showing the start/stop control subroutine, FIG. 6 is a flowchart showing the shift operation control subroutine, Fig. 7 is a flowchart showing the forced shift control subroutine, Fig. 8 is a flowchart showing the shift control subroutine, Fig. 9 is an explanatory diagram showing each rotation speed range determined from the vehicle speed and accelerator opening, and Fig. 10 is a shift diagram. FIG. 11 is a flowchart showing the control subroutine. FIG. 11 is a flowchart showing the speed change operation control program. In the drawing, 10 is an engine, 12 is a transmission, 14 is a clutch, 18 is a pressure response device, 30 is an air tank, 32 is a solenoid valve, 1
00 is a computer, 102 is an automatic gear shift lever,
104 is a transmission switching device, and 106 is an electromagnetic coil switch.

Claims (1)

[Claims] 1. A computer processes the position signal from the automatic gear shift lever and sensing signals from each sensor that detects the operating state, and based on the processing results, the computer changes the gear stage in the transmission. In an automatic transmission device that performs automatic gear shifting by controlling switching, the automatic gear lever has a drive position for automatic gear shifting as well as a downshift position and a shift up position for forcibly downshifting and upshifting. The automatic transmission lever is provided as a switching position, and the movement path of the automatic transmission lever from the drive position to the shift-down position and the shift-up position is curved, and the movement path between the shift-down position and the shift-up position is curved. means for guiding the movement of the automatic transmission lever so that the movement path is linear and the movement directions from the bent portion to the shift down position and the shift up position are opposite directions; When the gear shift lever is placed in the drive position, automatic gear change control is executed based on the sensing signals from each of the above sensors, while when the automatic gear shift lever is placed in the shift down position or the shift up position, the automatic gear change control is executed at that time. An automatic transmission device characterized in that it is configured to downshift or upshift one gear with respect to the gear. 2. When the automatic gear shift lever is placed in the shift-down position or shift-up position, the computer changes the speed to the current gear on the condition that the engine speed after shifting does not fall outside the predetermined speed range. 2. The automatic transmission device according to claim 1, wherein the automatic transmission device is configured to shift down or up by one gear. 3. In addition to the drive position for automatic transmission, the automatic transmission lever has a shift-down position and a shift-up position in which the automatic transmission lever is biased in the return direction by a spring force, which is provided for forcibly downshifting and upshifting. The computer is configured to change the gear position to the current gear position when the automatic transmission lever is placed in the downshift position or upshift position against the spring force. The automatic transmission device according to claim 1, wherein the automatic transmission device is configured to shift down or up by one gear.