JPH0582486B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a shift control method for automatically shifting gears by controlling an automatic clutch control device and a transmission switching device using a computer.

Recently, automatic clutch control systems and transmission switching systems have been developed separately. The automatic clutch control device disengages the clutch when the engine speed and the clutch output shaft speed are different, puts the clutch in a half-clutch state when the two speeds approach, and then disengages the clutch when the speeds of the engine and output shaft are approximately equal. Connect the clutch. On the other hand, the transmission switching device switches the transmission using an air actuator to which compressed air is supplied and discharged by a solenoid valve.

The automatic clutch control device and transmission switching device will be explained in detail.

First, based on Figures 1 to 5, we will explain the clutch automatic control device that the present inventor has already proposed (application for utility model registration on March 8, 1981, name of the device is "vehicle clutch control device"). . First, in the schematic diagram of FIG. 1, reference numeral 10 is an automobile engine, 12 is a transmission, and 14 is a known main clutch (hereinafter referred to as "clutch") interposed between the engine 10 and the transmission 12. , 16 is a clutch actuating member for controlling engagement and release of the clutch 14, 18 is a pressure response device operatively connected to the clutch actuating member 16, the detailed structure of which will be described later, and 20 is connected to the engine 10. a generator known per se that is driven by the same engine and generates a current that increases according to the engine speed;
22 is an accelerator pedal that controls the fuel supply to the engine 10; 24 is a variable resistor that is connected to the accelerator pedal 22 and whose resistance value increases as the amount of depression of the pedal increases;
26 is closed automatically when the vehicle is started, for example, by the driver turning on the engine start switch 28, or by the driver pressing the push button 28' on the instrument panel, and the clutch 14 is closed. A clutch switch 30, which is automatically opened when fully engaged, is the pressure-responsive device 1.
8 is an air tank storing compressed air as a working medium supplied to 8; 32 is a solenoid valve interposed between the pressure response device 18 and the air tank 30; 34;
receives signals from the rotation speed sensor 36 that detects the rotation speed of the engine 10 and the rotation speed sensor 38 that detects the rotation speed of the output shaft of the clutch 14, that is, the input shaft of the transmission 12, and when the rotation speeds of both become equal. This is a controller that operates the solenoid valve 32 (preferably when this state continues for about 1 second).

Next, the structure and operation mode of the pressure response device 18 will be explained with reference to FIG. 2 and subsequent figures. The pressure-responsive device 18 includes a cylinder 40 and a piston 42 slidably fitted within the cylinder, the shaft 44 of which is pivotally connected at one end to the clutch actuating member 16. The inside of the cylinder 40 is divided by the piston 42 into a clutch engagement side working chamber 40a and a clutch releasing side working chamber 40b, and a control valve 48 is slidably axially provided in a hollow hole 46 of the piston shaft 44. is fitted in.
Inside the control valve 48, a compressed air supply passage 50 communicating with the air tank 30 and an exhaust passage 52 communicating with the atmosphere are provided. The above supply passage 50
By the relative displacement of the control valve 48 in the axial direction with respect to the piston shaft 44, compressed air is supplied to either the clutch engagement side working chamber 40a or the clutch releasing side working chamber 40b, or to both of them. The air supply hole 44a of the piston shaft 44,
It communicates with air supply holes 50a and 50b that cooperate with 44b. Similarly, the exhaust passage 52 is connected to the exhaust hole 44a' on the piston shaft 44 so as to communicate either the clutch engagement side working chamber 40a or the release side working chamber 40b with the atmosphere, or to prevent either of them from communicating with the atmosphere. and 44b'. 54a and 54b are electromagnetic coils that are energized by the current generated by the generator 20 and move the control valve 48 to the right in the figure against the return spring 56; 58 is the hollow hole 46 in the piston shaft; The solenoid valve 3 is a pressure chamber formed at the end of the solenoid valve 3, which is configured as a three-way valve through a passage 60.
It is connected to 2.

FIG. 2 shows the engine 10 when it is started and when it is idling, and since the rotation speed of the engine 10 is low, the electromagnetic coils 54a, 54 are connected to the generator 20.
The current supplied to b is correspondingly small and the control valve 4
8 is held in a neutral position by a return spring 56. Next, when the accelerator pedal 2 is depressed for starting, the rotational speed of the engine 10 increases and the current supplied to the electromagnetic coils 54a, 54b increases, and as shown in FIG. 3, the return spring 56 is overcome. The control valve 48 moves to the right, and the compressed air in the air tank 30 flows into the supply passage 50.
The clutch engaging side working chamber 40a is supplied from the exhaust passage 52, while the clutch releasing side working chamber 40b is
The piston 42 follows the control valve 48 and moves to the right. This rightward displacement of the piston 42 corresponds to the electromagnetic coils 54a, 54b.
The piston ends at a position where the force applied to the control valve 48 in the right direction in the drawing and the opposing force of the return spring 56 in the left direction are balanced, and the piston stops at that position. Due to the right movement of the piston 42, its shaft 44
The clutch actuating member 16 is rotated through the clutch 14, and the clutch 14 connects the engine 10 and the transmission 12 in a half-engaged state, which is usually referred to as a half-clutch, and the vehicle starts moving. When the accelerator pedal 22 is further depressed for acceleration after starting, and the running resistance of the vehicle changes from static resistance to rolling resistance and is greatly reduced, the rotational speed of the engine 10 further increases, and the electromagnetic coil As the electromagnetic force of 54a and 54b increases, the control valve 48 moves further to the right, and in the same manner as described above, the piston 42 and therefore its shaft 44 move to the right, and the clutch 14 is further urged in the engagement direction. . As a result, the rotational speed of the engine 10 and the rotational speed of the output shaft of the clutch 14 become substantially the same, and if this state continues for a set period of time, for example, one second or more, the signals from the rotational speed sensors 36 and 38 are compared, respectively. The solenoid valve 3 is controlled by the output controller 34 as shown in FIG.
2 is opened, compressed air in the air tank 30 is supplied to the pressure chamber 58 through the passage 60, and the control valve 48
is forcibly pushed to the right end of its stroke by air pressure, and the clutch 14 is fully engaged by the piston 42, which is displaced following the control valve 48. At this time, there is no problem even if the clutch switch 26 is closed, but it is desirable to open the clutch switch 26 as shown in the figure in order to avoid wasteful power consumption and to reduce durability due to heat generation of the electromagnetic coils 54a and 54b. Further, FIG. 4 shows a case where, immediately after the vehicle starts, the load suddenly increases due to, for example, running onto a curb, and the rotational speed of the engine 10 decreases. In this case, the biasing force of the electromagnetic coils 54a, 54b is Since the control valve 48 is moved to the left by the return spring 56, the piston 42 follows this and moves to the left, operating the clutch actuating member 16 in the direction of releasing the clutch via the piston shaft 44. , stalling of the engine 10 is reliably prevented. Furthermore, when starting on a slope etc.
Naturally, the accelerator pedal 22 will be strongly depressed, and the resistance of the variable resistor 24 attached to the pedal will increase, so that for the same rotational speed of the engine 10, the biasing force of the electromagnetic coils 54a, 54b will be equal to the increased resistance. Since the force decreases, it is balanced with the counterforce of the return spring 56 at a higher engine speed. That is, in this case, the aforementioned half-clutch operation is performed at a higher engine speed than when starting on flat ground, so that the engine 10 can be started smoothly without stalling.

After all, in such a clutch automatic control device, (i) the solenoid valve 32 is de-energized, and the solenoid coil 5 is de-energized;
When 4a is energized, the clutch 14 is disengaged when the engine speed and the clutch output shaft speed are different, and when the two 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, the solenoid valve 32 and the solenoid coils 54a, 54
When both terminals b are de-energized, the clutch 14 is disengaged.

The transmission switching device consists of an air actuator that moves the transmission in the shift direction, a shift booster made of an electromagnetic pulse that supplies and discharges compressed air to the air actuator, and an air actuator that moves the transmission in the select direction. It consists of an actuator and a select booster made of a solenoid valve for supplying and discharging compressed air to and from the air actuator. The shift direction and select direction referred to herein are as follows: In FIG. 6 showing the gear shift pattern, the direction of arrow A is the shift direction and the direction of arrow B is the select direction. In Fig. 6, N is neutral, R is back gear, 1, 2, 3, 4,
5 indicates each gear stage of 1st speed, 2nd speed, 3rd speed, 4th speed, and 5th speed. This transmission switching device is
It is already in practical use as a bus transmission.

By the way, the above-mentioned automatic clutch control device and transmission switching device have only been used individually, and they have not been used together. That is, when it is desired to reduce clutch operation, an automatic clutch control device is used, and when it is desired to reduce transmission switching operations, a transmission switching device is used.

SUMMARY OF THE INVENTION In view of the above-mentioned circumstances, an object of the present invention is to provide a speed change control method that performs automatic speed change by organically controlling an automatic clutch control device and a transmission switching device using a computer. To achieve such an object, the present invention provides a speed change control method that controls the operation of a transmission and a main clutch according to a speed change command signal, in which an exhaust brake is activated when a speed change command is detected from a speed change lever. If it is detected that the engine is in the gear position, the exhaust brake is released, the main clutch is shut off, and the transmission is switched to the commanded gear, and after the switching operation of the transmission is completed, The main clutch is connected.

Embodiments of the present invention will be described in detail below based on the drawings.

FIG. 7 shows an embodiment of the invention. In the figure, 10 is an engine, 12 is a transmission, 14 is a clutch, 16 is a clutch operating member, 18 is a pressure response device, 20 is a generator, 22 is an accelerator pedal, 24 is a variable resistor, 26 28 is a clutch switch, 28 is a starting switch, 30 is an air tank, and 32 is a solenoid valve, which are similar to those shown in FIG. Furthermore, in this embodiment, the computer 10
0, an automatic gear shift lever 102, a transmission switching device 104, and an electromagnetic coil switch 106. Of these, automatic gear shift lever 102
sends a drive position signal to the computer 100 instructing the gear position to be engaged. The transmission switching device 104 also includes an air tank 3.
Compressed air is sent from the computer 100, and the shift booster or select booster is operated in accordance with 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. Furthermore, the computer 100 determines that the difference between the engine rotation speed and the transmission output shaft rotation speed is smaller than a predetermined value;
When it is determined that both rotational speeds have become substantially equal, the solenoid valve 32 is excited, and the electronic governor and exhaust brake of the engine 10 are controlled. 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 transmission lever position sensor, a transmission gear position sensor, a foot brake switch,
Signals indicating the status of each part are input from the vehicle speed sensor, load sensor, IP pressure sensor, and exhaust brake switch.

Now, with reference to FIG. 8, the automatic gear shift lever 10
2 will be explained. FIG. 8a shows a front view, and FIG. 8b shows a shift position. As shown in these figures, the automatic change lever 102 is in drive position D,
Neutral position N, shift up position SHIFT UP, shift down position
When SHIFT DOWN is applied to drive position D with rear position R, 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 forcibly raise the current gear by one gear. downshift position
When SHIFT DOWN is turned on, a command is issued to forcibly lower the current gear by one gear. When the engine 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 return to drive position D due to the force of the spring. .

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 time 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 gear shift lever 102 is in rear position R, and if it is in rear position R, activate a warning buzzer, and then
Proceed to judgment (8). 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 engaged, the process moves to the next determination (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 coils 54a, 54 in the pressure response device 18
Continue to excite b. 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.

Among the above-mentioned controls, the main points of the present invention are:
This is the speed change operation control of .

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 is not started. When the parking brake is applied, turn on the starter circuit and start the engine.

After all, in this engine stop control subroutine, whether the clutch is disengaged and the parking brake is applied, or even if the clutch is engaged, both the automatic gear shift lever 102 and the transmission 12 are in neutral and the parking brake is applied. The engine will start if 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 located at the rear, the electromagnetic coil switch 106 is held ON and the electromagnetic coils 54a and 54b of the pressure response device 28 are energized. Then, the clutch is automatically controlled, and when the engine speed and the clutch output shaft speed differ, the clutch 14 is in the disengaged state, and when the two speeds approach, the clutch 14 is in the half-clutch state. 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 position 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. When it is not in 1st gear,
It issues a command to shift to 1st gear and controls the gear shifting operation. By forcing the vehicle into first gear in this manner, engine braking can be applied.

(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 in second gear, it issues a command to shift to second gear and controls the gear shifting 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 to shift to 1st, 2nd, 3rd, rear, or neutral gears is issued, this shift operation control subroutine is entered.

(2) First, determine whether the exhaust brake is operating, and if so, release the exhaust brake. 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 achieve synchronization, and also because if the clutch 14 is 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 coils 54a and 54b 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 and turn on the electromagnetic coil 5.
4a and 54b are excited. 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 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 ≦600+60α, that is, whether it is lower than the low rotation speed in the normal rotation speed range. If it is low, it moves to the next judgment (3), and if it is high, it moves to the next judgment (4).

(3) Determine whether the current gear is 1st or 2nd gear. When the gear is in first or second gear, both the solenoid valve 32 and the solenoid coils 54a and 54b of the automatic clutch control device are turned on to maintain the current gear. When not in 1st or 2nd gear, the engine speed N _E is 600+60α≦ relative to the current vehicle speed V.
A higher gear is selected from among the gears where 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 and the solenoid coils 54a and 54b of the automatic clutch control device 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 solenoid valve 32 and the solenoid coils 54a and 54b 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.

In the end, the control of this shift control subroutine is the 15th one.
It can be shown in the diagram. That is, in FIG. 15, the horizontal axis is the engine rotation speed N _E and the vertical axis is the accelerator opening degree α, which is used to shift the gear so that it enters the normal rotation range shown 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. Furthermore, when the engine enters the high engine speed range, the engine is shifted up by one step, and finally the engine speed is controlled to enter the normal engine speed range. In addition, the threshold value used in this control,
600+60α, 800+90α, and 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. When the foot brake was previously depressed, the engine speed N _E is 600≦N _E with respect to the current vehicle speed V.
A downshift command is issued to bring the gear to ≦1000, and the shift operation control program is executed. Conversely, if the accelerator is not pressed and the car is decelerating, and the foot brake was pressed before, but now the foot brake is pressed, it will shift to a gear where 600≦N _E ≦1000. Give the order to go down. 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 ₁ .
When γ≧γ ₁ , that is, slow deceleration, the process moves to the next determination (7). 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 at the lower limit of the normal rotation speed range, the clutch automatic control device and trans It controls the mission 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) Determine whether the vehicle speed M _V stored in the memory is M _V ≧15 Km/h. If M _V <15 Km/h, issue a command to shift to 2nd gear and execute the shift operation program. Conversely, if the accelerator is not depressed and the vehicle is decelerating suddenly, but the foot brake is depressed and the vehicle speed is slower than the predetermined speed, the clutch will automatically shift the gear to 2nd gear. It controls the control device and transmission switching device. On the other hand, when M _V ≧15 Km/h, the process moves to execution of the subsequent (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 and the solenoid coils 54a and 54b of the automatic clutch control device 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 being 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) Electromagnetic coil 54a of clutch automatic control device,
54b is turned on to automatically control the clutch, and when the number of revolutions falls below the idle speed, the clutch is disengaged to prevent 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 achieve synchronization, and also because if the clutch 14 is disengaged, the exhaust brake itself will not work.

(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 and the solenoid coils 54a and 54b of the clutch automatic control device to disengage the clutch 14.

(6) Start controlling the electronic governor so that the engine speed corresponds to the command gear determined by the vehicle speed.

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

(8) Turn on both the solenoid valve 32 and the solenoid coils 54a and 54b to bring the clutch 14 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 solenoid valve 32 and the solenoid coils 54a and 54b 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 electromagnetic coils 54a and 54b to perform clutch automatic control. As a result, the clutch is stepped →
Half clutch → engaged.

As specifically explained above in conjunction with the embodiments, according to the present invention, when it is detected that a gear shift command is issued from the gear shift lever and it is detected that the exhaust brake is in operation, the exhaust brake is released. Therefore, even if a shift instruction is given while the exhaust brake is in operation, engine control during the shift can be performed appropriately, and a smooth shift can be achieved.

In other words, if you perform gear shift control with the exhaust brake operating, the engine speed will suddenly drop when the clutch is disengaged, and the exhaust brake operation will become an obstacle, making it impossible to perform proper engine control, and as a result, the gear shift will be interrupted. However, in the present invention, the exhaust brake is released at the time of gear change, so the above-mentioned problem does not occur.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram showing the clutch automatic control device;
Figures 2 to 5 are configuration diagrams showing the pressure response device, Figure 6 is an explanatory diagram showing the gear shift pattern,
Fig. 7 is a configuration diagram showing an embodiment of the present invention, Fig. 8a
9 is a front view showing the automatic gear shift lever, FIG. 8b is an explanatory diagram for explaining its shift position, and FIG.
The figure is a flow diagram showing the main routine of this embodiment.
Figure 10 is a flowchart showing the engine stop control subroutine, Figure 11 is a flowchart showing the start/stop control subroutine, Figure 12 is a flowchart showing the shift operation control subroutine, and Figure 13 is the forced shift control subroutine. FIG. 14 is a flow diagram showing the gear change control subroutine, FIG.
FIG. 16 is an explanatory diagram showing each rotational speed region determined from the vehicle speed and accelerator opening degree, FIG. 16 is a flow chart showing a shift control subroutine, and FIG. 17 is a flow chart showing a shift 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, and 5
4a and 54b are electromagnetic coils, 100 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. In a shift control method that controls the operation of a transmission and a main clutch in accordance with a shift command signal, the exhaust brake is in operation when a shift command is detected from a shift lever. When it detects that something is wrong, it releases the exhaust brake, then shuts off the main clutch, and then
A speed change control method characterized in that the transmission is switched to a commanded gear position, and the main clutch is connected after the switching operation of the transmission is completed.