JPH0620842B2 - Vehicle start control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to a vehicle start control device for electronically controlling a friction clutch interposed between an engine and a transmission through an actuator. In particular, the present invention relates to a start control device suitable for application to an automatic transmission that controls the operation of a friction clutch and a transmission.

(Prior Art) In recent years, an automatic transmission capable of automatically selecting a gear position according to a traveling condition of a vehicle has been provided for the purpose of reducing a driver's operation load in a large freight vehicle, a shared vehicle, or the like. It is considered.

The conventional automatic transmission is mainly intended for small passenger cars, and a fluid coupling such as a torque converter is interposed between the engine and the planetary gear type transmission, and a planetary gear type using pressure oil as a control medium. Generally, the transmission is equipped with a gear position switching means.

What is important in developing an automatic transmission for large trucks is that the number of vehicles produced is significantly smaller than that of passenger vehicles. Therefore, it is costly to newly design expensive torque converters. Therefore, it is extremely disadvantageous, and it is desirable to use the drive system such as the friction clutch and the transmission as they are, including the conventional production equipment. As a conventional example which meets such a demand, for example, Japanese Utility Model Publication No. 61-14248.
The one disclosed in Japanese Patent Publication No. JP-A-2003-242242 is known, and in this conventional example, a vehicle is started by connecting a clutch at a duty ratio according to an accelerator opening degree at the time of starting.

(Problems to be Solved by the Invention) However, since the rotation of the engine changes in accordance with the operation of the accelerator pedal, the engine rotation may rise excessively. If it falls, it has the drawback of causing early wear of the clutch and occurrence of wheel spin.

Therefore, while controlling the operation of the clutch at the time of starting, it is possible to control the engine independently of the operation of the accelerator pedal to suppress the excessive increase in engine speed as described above, but such a method is applied. In this case, a method of returning the engine control to the control according to the operation of the accelerator pedal becomes a problem.

That is, if the control is simply returned to the operation according to the accelerator pedal after the start of the vehicle, an excessive shock is generated, and the shock can be prevented by gradually returning to the control according to the operation of the accelerator pedal. However, even if the accelerator pedal operation amount is kept constant, the engine speed will change rapidly, and even if the accelerator pedal is depressed greatly, the engine speed will rise only slowly, which will cause the driver to feel uncomfortable. become.

For this reason, the present invention provides a vehicle start control in which the engine rotation does not excessively increase at the time of start and a smooth transition to engine control according to the accelerator operation of the driving vehicle after the start is completed is performed with a good feeling. The purpose is to provide a device.

[Structure of the Invention] (Means for Solving Problems) The present invention achieves the above-mentioned object, and includes a friction clutch connected to an engine, a clutch actuator for operating the friction clutch, and the friction clutch. A gear type transmission to be connected, an accelerator opening degree detecting means for detecting an accelerator opening degree, and a control device for receiving the detection output of the accelerator opening degree detecting means and controlling the operation of the engine and the clutch actuator. In the vehicle start control device, the control device sets a pseudo accelerator opening degree according to a target engine speed for start at the time of starting, and controls the engine according to the pseudo accelerator opening degree to control the friction clutch. And the means for starting the vehicle and whether the accelerator opening detection value after the start is completed is the accelerator opening detection value after the start is completed. When not changing, the pseudo accelerator opening is held, and when the accelerator opening detection value after completion of the start changes from the accelerator opening detection value after completion of the start, the accelerator opening detection value becomes constant thereafter. When it becomes, the pseudo accelerator opening is increased by a predetermined constant, and when the accelerator opening detection value is changed in the above case, at least a change equivalent value is given to the pseudo accelerator opening. And a means for switching the control of the engine to a control according to the detected accelerator opening degree when the pseudo accelerator opening degree becomes equal to or larger than the detected accelerator opening degree.

(Operation) According to the present invention, the control device sets the pseudo accelerator opening degree according to the target engine speed for starting when starting, and controls the engine according to the pseudo accelerator opening degree to operate the friction clutch. Since the vehicle is started by gradually connecting it, there is no case where the engine speed rises excessively.

Further, the control device holds the pseudo accelerator opening degree when the accelerator opening detection value after the start is not changed from the accelerator opening detection value after the start is completed, so that the accelerator operation amount is constant after the start is completed. In this case, the engine speed will be kept constant, and the driver's vehicle will not feel uncomfortable.

On the other hand, if the accelerator opening detection value after the start is completed changes from the accelerator opening detection value after the start is completed, it is determined that the driver has the intention of accelerating. When the value becomes constant, the pseudo accelerator opening is increased by a predetermined constant, so that the engine rotation gradually increases and the vehicle accelerates smoothly.

Furthermore, when the accelerator opening detection value after the start is completed changes from the accelerator opening detection value after the start is completed and it is determined that the driver has an intention to accelerate, and the accelerator opening detection value is changing. Since at least the change equivalent value is given to the pseudo accelerator opening, the engine rotation can be controlled according to the operation of the accelerator pedal, and the degree of acceleration of the vehicle can be controlled according to the intention of the driver. .

Then, when the pseudo accelerator opening becomes equal to or larger than the accelerator opening detection value, the engine control is switched to the control according to the accelerator opening detection value, so that the engine control can be smoothly changed according to the accelerator operation by the driver. Can be done.

(Embodiment) As shown in FIG. 1 showing the concept of an embodiment of an automatic transmission for realizing a shift control device of the present invention, this automatic transmission is a diesel engine (hereinafter simply referred to as engine) 1
1 and a gear type transmission 17 that receives the rotational force of its output shaft 13 via a mechanical friction clutch (hereinafter, simply referred to as clutch) 15. Engine 1
A fuel injection pump (hereinafter, simply referred to as an injection pump) 21 having an input shaft 19 that rotates at a rotational speed half that of the output shaft 13 is attached to the engine 1. An electromagnetic actuator 25 is connected to the rack 23, and an engine rotation sensor 27 for outputting a rotation speed signal of the output shaft 13 of the engine 11 is connected to the input shaft 19.
Is attached. The clutch 15 is a flywheel 29.
In contrast, when the clutch plate 31 is brought into pressure contact with a well-known sandwiching means (not shown), and the air cylinder 33 as the clutch actuator shifts from the inactive state to the operating state, the sandwiching means operates in the releasing direction and the clutch 15 is in the connected state. To the cutoff state (in FIG. 1, the cutoff state is shown). The clutch 15 is provided with a clutch stroke sensor 35 for detecting the disengaged state or the connected state of the clutch 15 based on the clutch stroke amount, but a clutch touch sensor 37 may be used instead.

As shown in FIG. 14, the piston rod 33a of the air cylinder 33 is connected to one end of the connecting rod 120, and the wire 121 is connected to the other end. This connecting rod 120 has an axis X
Rotate around 1. The other end of the wire 121 is connected to one end of an L-shaped connecting rod 122, and the other end is connected to the wire 12.
Connected to 3. The connecting rod 122 rotates about the axis X2. The other end of the wire 123 is fixed to a roller 124 having teeth T formed on its peripheral surface. Reference numeral 126 is a clutch disconnection lever in an emergency provided with an operation button 125 for releasing the ratchet R1 for rotating the roller 124. Further, the roller 124 is prevented from rotating counterclockwise by a ratchet R2 provided on the vehicle body side. When the clutch is mechanically disengaged, the lever 126 is pulled in the arrow F direction. Then, the ratchet A causes the roller 124 to rotate in the same direction as the lever 126. As a result, the wires 123 and 121
As a result, the piston rod 33a moves in the direction in which the clutch is disengaged. When the lever 126 is pulled by the stroke L, the lever 126 is returned while pushing the operation button 125.
Then, when the operation of pulling the lever 126 again is repeated twice, the clutch is completely disengaged.

Further, the input shaft 39 of the gear type transmission 17 is
A clutch rotation speed sensor 41 for outputting a rotation speed signal (hereinafter, referred to as clutch rotation speed) signal is attached. An air passage 43 is connected to the air cylinder 33 and is connected to a pair of air tanks 47 and 49 as a high pressure air source via a check valve 45. In the middle of the air passage 43, a solenoid valve X as an opening / closing means for duty-controlling the supply of working air, a duty-controlled open solenoid valve Y for opening the atmosphere in the air cylinder 33 to be opened to the atmosphere,
Further, a solenoid valve Z which is closed when energized is attached to open the inside of the air cylinder 33 to the atmosphere only when the vehicle is running. By controlling the opening and closing of these three solenoid valves X to Z, the clutch 15 can be engaged and disengaged and its discontinuing time can be controlled. It is supposed to be done.

The solenoid valve Z is controlled by the circuit shown in FIG.
In the control unit 71, the output of the interface 99 is grounded via the pull-down resistor R1 and input to the base of the transistor Q1. The emitter of the transistor Q1 is supplied with power via the resistor R2. Further, the emitter of the transistor Q1 is input to the base of the transistor Q2. This transistor Q2
The solenoid valve Z is connected to the collector of. Since the pull-down resistor R1 is provided on the input side of the transistor Q1 in this way, when the system is reset, the transistor Q1 is turned off and the transistor Q2 is turned on, so that the normally open solenoid valve Z is closed. As a result, the clutch is held.

It should be noted that, of the pair of air tanks 47, 49, one air tank 49 is for emergency use, and when there is no air in the main air tank 47, the solenoid valve 55 is opened to supply air. Air sensors 57 and 59 that output an ON signal when the internal air pressure falls below a specified value are attached to 49. In order to switch the gear position of the gear type transmission 17 that achieves each shift speed, the driver operates the change lever 61 to a shift 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, the gear shift unit 65 as the gear position switching means is operated to switch the gear position to the target shift speed corresponding to the shift pattern and display the gear position on the gear position indicator 67. I am trying.

Two switches a1 to a3 on the shift side and four switches b1 to b4 on the select side in order to detect the position of the change lever 61 in the shift pattern as shown in FIG.
To provide. The switches a1 to a3 and the switch b
When 1 to b4 are closed, they are grounded to the connection points of resistors connected in series. The potential at the connection point a or b is A /
It is converted into digital data by the D converter 63a or 63b and output to the control unit 71. The potential of the connection point a changes depending on which of the switches a1 to a3 is closed. On the other hand, the potential of the connection point b changes depending on which of the switches b1 to b4 is closed. Therefore, it is possible to detect which position the change lever 61 is selected by detecting the potentials of the connection points a and b.

Here, R represents a reverse gear, N and N ₁ are neutral, 1, 2, 3, 4, and 5 are designated gears, and D _P and D _E are arbitrary speeds from 2nd speed to 7th speed. The automatic shift speed is shown, and when the D _P and D _E ranges are selected, the second to seventh speeds are automatically determined based on the running conditions of the vehicle by the optimum shift speed determination process described later. As shown in FIGS. 3 (a) and 3 (b), which show the shift regions of the powerful automatic shift stage D _P and the economy automatic shift stage D _E , the shift regions are upshifted and downshifted respectively. and it is changed, the second-speed to 7 speed shift timing of the direction of D _P-range to deal with high load of the vehicle is set to the high speed side. Further, when the driver depresses the brake pedal 69 or operates an exhaust brake device (not shown), different shift maps programmed in advance are selected accordingly.
Three shift map each D _P range and the D _E range is provided. The gear shift unit 65 has a plurality of solenoid valves (only one is shown in FIG. 1) 73 which are operated by an operation signal from the control unit 71.
And the air tank 47 (49) via these solenoid valves 73
And a pair of power cylinders (not shown) for operating a select fork and a shift fork (not shown) of the gear type transmission 17 by supplying high-pressure working air from the power cylinders to the respective power cylinders according to an operation signal given to the solenoid valve 73. It operates to change the meshing state of the gear type transmission 17 in the order of select and shift. Further, the gear shift unit 65 is provided with a gear position switch 75 as a gear position sensor for detecting each gear position, and a gear position signal from these gear position switches 75 is output to the control unit 71. Further, a vehicle speed sensor 79 for emitting a vehicle speed signal is attached to the output shaft 77 of the gear type transmission 17, and further, the accelerator pedal 81 is caused to generate a resistance change as a voltage value according to the depression amount of the accelerator pedal 81. An accelerator load sensor 85, which outputs a digital signal by the converter 83, is attached. A switch 85a which is closed when the accelerator pedal 81 is not depressed and which is opened when the accelerator pedal 81 is depressed is brought into contact with the accelerator pedal 81. Both ends of the switch 85a are connected to both ends of the resistor 85b. When the accelerator pedal 81 is depressed, the voltage generated by the resistors 85c and 85b is output to the A / D converter 83. Therefore, when the accelerator pedal 81 is depressed, the voltage changes as shown by the solid line in FIG. 18 (the broken line in FIG. 18 is a conventional example).

A brake sensor 87, which outputs a high-level brake signal when the brake pedal 69 is depressed, is attached to the brake pedal 69, and the engine 11 is meshed with a link gear on the outer periphery of the flywheel 29 in a timely manner.
A starter 89 for starting the motor is attached, and the starter relay 91 is connected to the control unit 71. In the figure, reference numeral 93 is a control unit 71.
Represents a microcomputer separately mounted on the vehicle to perform various controls of the vehicle, and receives the input signal from each sensor (not shown) to control the drive of the engine 11 and the like. This microcomputer 93 uses the injection pump 21.
An operation signal is applied to the electromagnetic actuator 25 to control the increase / decrease in the rotation speed of the output shaft 13 of the engine 11 (hereinafter referred to as the engine rotation speed) by increasing / decreasing the fuel.
That is, the engine speed is increased or decreased according to the output signal from the control unit 71 as the engine speed increase / decrease signal.

The control unit 71 is a microcomputer dedicated to an automatic transmission, and includes a microprocessor (hereinafter referred to as CPU) 95, a memory 97, and an interface 99 as an input signal processing circuit.
In the input port 101 of the interface 99, the A / D converters 63a and 63b, the brake sensor 87, the A / D converter 83, the engine speed sensor 27, the clutch speed sensor 41, the gear position switch 75, the vehicle speed sensor 79, and A clutch touch sensor 37 (used to detect the disengaged state or the connected state of the clutch 15 in place of the clutch stroke sensor 35), a clutch stroke sensor 35, air sensors 57 and 59, a slope start assist switch 103 and a first speed start switch 105 described later. Each output signal is input from and. Slope start assist switch 103
Is for operating a system (hereinafter, referred to as AUS) for preventing backward movement when the vehicle starts uphill, and the air master 10 of the wheel brake 107.
The vehicle is started while controlling the supply of air to the vehicle 9 via a solenoid valve (hereinafter referred to as MVQ) 111. The control unit 71 controls this MVQ 111. Also, MVQ111 and Air Master 1
An air switch 111a is provided in the pipe between the parts 09, and a short-time buzzer 111b is connected to the air switch 111a. When the air master 109 is filled with air, the air switch 111a is turned on, which causes the buzzer for buzzing 111b to sound for a short time. Further, the 1st speed start switch 105 is for achieving the 1st speed start in the D _P range or the D _E range, and is turned on.
By the operation, the first speed start is performed in the automatic speed change operation. On the other hand, the output port 113 is the microcomputer 93, the starter relay 91, and the solenoid valves X through.
Output signals can be sent to Z and 73 by connecting them respectively. In the figure, reference numeral 115 is the air tank 47, 4
When the air pressure of 9 does not reach the set value, it is an air warning lamp that is turned on by receiving an output from a drive circuit (not shown). Reference numeral 117 is turned on by receiving an output when the wear amount of the clutch 15 exceeds a specified value. The clutch warning lamp 118 is a warning lamp that lights up when the electromagnetic valve X is frequently used.

The memory 97 is a read-only ROM in which programs and data shown as flowcharts in FIGS. 5 to 9 are written.
And a read / write RAM. That is,
In addition to the above program, the duty ratio α of the solenoid valve Y corresponding to the value of the accelerator load signal is stored in the ROM in advance as a map as shown in FIG. 4, and the corresponding value is appropriately referred to by referring to this map. read out. The shift stage selection switch 63 described above outputs a select signal and a shift signal as shift signals. The shift stage positions corresponding to a pair of these signals are stored in advance as a data map, and the select signal and shift signal are stored. When a signal is received, the map is referred to and a corresponding output signal is output to each solenoid valve 73 of the gear shift unit 65 to adjust the gear position to the target shift speed corresponding to the shift signal. In this case, the gear position signal from the gear position switch 75 is output upon completion of the shift, and it is determined whether or not all the gear position signals corresponding to the select signal and the shift signal have been output, and a signal indicating whether the meshing is normal or abnormal. Used to emit. Further, when the target shift speed exists in the D _P range or the D _E range in the ROM, FIG. 3 (a), () for determining the optimum shift speed based on the signals of the vehicle speed, the accelerator load and the engine rotation. The shift map as shown in b) is also stored.

Here, the shift control procedure of the present embodiment will be described with reference to FIGS.

As shown in FIG. 5, when the program starts, in the control unit 71, when the memory is cleared and the clutch 15 is connected under the normal pressure and the normal state,
After the clutch 15 is disengaged from this position to some extent and the drive wheel of the vehicle shifts from the rotating state to the stopped state, the dummy data reading at the position in the half-clutch state (hereinafter referred to as LE point) is initialized. After the start processing is completed, the vehicle speed signal and the clutch rotation speed signal are input.
If the value of the vehicle speed signal exceeds 4 km / h, change gear
If it is less than Km / h, judge whether the gear position is N or not.
When the gear position is N, Rev for reverse display (not shown)
When the gear position is other than N, it is determined whether or not the clutch rotational speed N _CL is equal to or less than a specified value when the pilot lamp is turned off and the starting process is performed. When the clutch speed N _CL is less than the specified value, the Rev pilot lamp is turned off and the starting process is performed. When the clutch speed N _CL exceeds the specified value, it is considered that the vehicle speed exceeds 4 km / h. Shift processing is performed.

In the starting process shown in FIGS. 6A and 6B, the signal of the engine speed N _E is input, and it is determined whether or not the value is within the stop range of the engine 11. If the engine 11 is stopped, Whether or not the LE point has been corrected according to the worn state of the facing of the clutch 15 and the presence / absence of a loaded object at the time of starting, that is, if the flag HFLG is 1, it is determined that the LE point has been corrected at the time of starting. By correcting the LE point, the stroke of the clutch plate 31 from the LE point until the clutch 15 is completely connected is always substantially constant, and the clutch 15 is smoothly connected regardless of the state of the vehicle. When it is determined that the flag HFLG is not 1, the clutch connection signal is output, a time lag of 1.5 seconds is taken, the LE point is corrected, the flag HFLG is set to 1, and the routine proceeds to the CHANGE routine. Further, when the engine 11 is stopped and it is determined that the flag HFLG = 1, the process proceeds to the CHANGE routine. On the other hand, when the engine 11 is not stopped, the flag HFLG is cleared and the starter enabling relay (not shown) is turned off to determine whether the air in the main air tank 47 and the emergency air tank 49 has reached the specified pressure. Check. When the air has reached the specified pressure, the air warning lamp 115 is turned off to complete the starting process.
If the air has not reached the specified pressure, the air warning lamp 115 is turned off, and it is determined whether or not the change lever 61 has been moved from a position other than N to N. If it is determined that the change lever 61 is changed from N to N, CHAN
Go to the GE routine and change lever 61 from N
If it is determined that the engine speed has not been set, the engine speed N
It is determined whether the value of _E is within the stop range of the engine 11.

In the CHANGE routine, it is determined whether the air in the main air tank 47 has reached the specified pressure, 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. To do. When 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, 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 shift speed (D _E , D _P range) instructed by the select signal is selected. In this case, it is determined whether or not the gear position of the gear type transmission 17 is the same as that of the second speed). Emergency air tank 4
When the air inside 9 reaches the specified pressure, the air warning lamp 115 is turned off and the change lever 61 is set to N.
Only when it is set to N from other than the above, after turning on the solenoid valve 55 of the emergency air tank 49, it is determined whether or not the position of the change lever 61 and the gear position are the same. On the other hand, when 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 is the same as the gear position. When the position of the change lever 61 and the gear position are different, it is determined whether or not the clutch 15 is disengaged, and if disengaged, the air pressure of the clutch 15 is held at the present state and the position of the change lever 61 is changed to the present position. A signal for adjusting the gear position is output, and it is again determined whether the air pressure in the main air tank 47 is a specified value. When the clutch 15 is engaged, a clutch disconnection signal is output, and then it is determined again whether the air pressure in the main air tank 47 is a specified value. If the position of the change lever 61 is the same as the gear position,
It is determined whether or not the gear position is the neutral N ₁ position. If it is determined to be the N ₁ position, the solenoid valve 55 is turned off and the process returns to the main starting routine. When it is determined that the gear position is other than N ₁ , it is determined whether the engine 11 is stopped. When the engine 11 is stopped, the clutch 15 is connected and the solenoid valve 55 is turned off to turn the main valve OFF. When the engine 11 is not stopped, the electromagnetic valve 50 is turned off and the process returns to the main starting routine.

When the CHANGE routine ends, it is determined whether the gear position is in the N position. If the gear position is in the N position, the starter enable relay is turned on and the value of the engine speed N _E is within the stop range of the engine 11 again. If it is not in the N position, the starter enable relay is turned off.
It is set to F and it is again determined whether or not the value of the engine speed N _E is within the stop range of the engine 11.

After the completion of the starting process, the vehicle speed signal and the clutch rotational speed signal are read, and if they are below the specified values, the starting process is started.

As shown in FIGS. 7A to 7H, first, the clutch 15
Is cut off, an unillustrated accelerator pseudo signal voltage output relay is turned on, and an idle equivalent voltage for idling the engine 11 is set to the accelerator pseudo signal voltage V.
_AC is output to the electromagnetic actuator 25, an exhaust brake release relay (not shown) is turned on, and flags are cleared and counters are initialized. Next, it is determined whether or not the engine speed N _E is below the engine stall prevention rotation. That is, when the flag ENSTFLG is 1, it is determined that the engine has stopped below the engine stall prevention rotation. Engine speed N _E
If the engine speed is below the engine stall prevention rotation, the above-described clutch disengagement processing and the following processes are repeated until the engine speed NE exceeds the engine stall prevention rotation, and if the engine speed N _E exceeds the engine stall prevention rotation, the CHANGE routine described above is executed. .
After completion of the CHANGE routine, the select signal is used to read whether or not the gear position is N. When the gear position is N, this is N ₁
Or not. When the gear position is N ₁ , the clutch 15 is engaged, and 1.5 seconds after the engagement, LE
After performing point correction, turn off the exhaust brake release relay
If 1.5 seconds have not elapsed after the connection, the exhaust brake release relay is turned off. MVQ111 for AUS when the exhaust brake release relay is turned off
To OFF and turn on the accelerator pseudo signal voltage output relay.
It is set to FF and it is judged again whether the flag ENSTFLG is 1 or not.
When the gear position is other than N ₁ , the MVQ 111 is turned off, the accelerator pseudo signal voltage output relay is turned off, and it is determined whether the flag ENSTFLG is 1 or not. If the gear position is other than N, the accelerator pseudo signal voltage output relay is turned on and the AUS routine is entered.

The AUS routine uses the MVQ when the clutch speed N _CL is 500 rpm or less and the side brake is sufficiently applied.
A process for turning on the wheel brake 107 by turning on the switch 111 for 0.5 seconds and sounding a buzzer (not shown). When the clutch rotation speed N _CL exceeds 500 rpm and the side brake is not sufficiently pulled, the flow returns to the main flow.

When the AUS routine is completed, the routine moves to the CLLE routine in which the clutch 15 is moved to just before the LE point. The CLLE routine determines whether the clutch 15 is connected up to the LE point and the flag LEFLG is clear. If the flag LEFLG is clear, the clutch 15 is connected up to the LE point, so the main Return to flow. When the flag LEFLG is clear, the clutch 15 is connected to the LE point and the flag LEFLG is set to 1 to return to the main flow.

When the CLLE routine is completed, clutch 1 will be used when starting downhill.
It is judged whether the flag ONFLG that started connecting 5 is clear. If the flag ONFLG is not clear, it is judged whether the accelerator opening is 10% or more, and the flag ONFLG is cleared. If so, it is determined whether or not the clutch rotational speed N _CL is lower than the first specified value. Clutch speed N _CL when the accelerator opening is 10% or more
Is larger than the first prescribed value and lower than the second prescribed value, and if it is lower than the second prescribed value, the flag ONFLG
To clear. When the accelerator opening is lower than 10%, it is determined whether or not the clutch rotational speed N _CL is lower than a third specified value which is smaller than the first specified value, and when it is lower than the third specified value, a flag is set. Clear ONFLG. If the clutch rotational speed N _CL is higher than the first and third specified values, the flag is set.
Judges whether ONFLG is clear or not. flag
If ONFLG is clear, determine whether the counter NCNT for the time lag after the vehicle starts moving downhill is 80 or not. If the count NCNT is 80, check the counter NCNT. Set to 0 and clutch speed N
_It is determined whether the _CL change amount ΔN _CL is 20 rpm or more. When the counter NCNT is not 80, the counter NCNT is counted once and the flag ONFLG is cleared. During downhill starting when variation .DELTA.N _CL of the clutch rotational speed N _CL is more than 20rpm beginning to engage the clutch 15 the flag ONFLG as 1, if the change amount .DELTA.N _CL of the clutch rotational speed N _CL is lower than 20rpm is Flag ONFLG
To clear. On the other hand, if the flag ONFLG is not clear in the judgment as to whether it is clear or not, the counter NCNT is set to 0 and the flag ONFLG is set to 1. flag
After setting ONFLG to 1, it is determined whether or not the accelerator opening is 10% or less, and if it is 10% or less, 1 volt that outputs the accelerator pseudo signal voltage V _AC as an idle equivalent voltage is output, which will be described later. The operation shifts to the clutch duty signal output, and when the accelerator opening exceeds 10%, the clutch duty signal output described below is directly transferred. If the clutch rotational speed N _CL becomes lower than the specified value, or after the counter NCNT is counted once and the flag is cleared, it is judged whether the accelerator opening is 10% or more. Determines whether the engine speed N _E reaches its peak point and the flag PFLG is cleared when the vehicle starts. Current accelerator opening equivalent voltage V _A when the engine speed N _E has reached a peak point at the start of the flag PFLG and the vehicle when the accelerator opening does not exceed 10% 5
The flag VFLG, which is 0%, is cleared, the output timing counter VCNT of the accelerator pseudo signal voltage V _AC at the start of the vehicle is set to 10, and the target stroke of the clutch 15 is set to the LE point. _E
The process shifts to a process for determining whether or not the amount of change Δ _E is 40 rpm or more (see b in FIGS. 7A and 7C). Flag PF
If the LG has become a clear proceeds to V _AC MAKE1 routine, if the flag PFLG is not the clear determines whether or not the flag VFLG has become clear. If the flag VFLG is clear, the process shifts to a process for determining whether or not the accelerator opening is 10% or less, which will be described later (see i in FIGS. 7A and 7C), and the flag VFLG is cleared. If not, the accelerator pseudo signal voltage V described later
_AC is the current accelerator opening equivalent voltage _VA -accelerator differential voltage Δ
The process shifts to the process of replacing with V (FIGS. 7A and 7C).
See j).

V _AC MAKE1 routine determines whether the counter VCNT is turned 10, returns to the main flow by counting once the counter VCNT if counter VCNT is not in 10. When the counter VCNT is 10, the target engine speed is calculated based on the current accelerator opening equivalent voltage V _A , and the voltage value V ₀ for outputting the accelerator pseudo signal voltage is calculated.
Operating memories R ₀ and R (not shown) for storing V ₁ respectively
₁ is loaded with a voltage value corresponding to (target engine speed + 250) and (target engine speed−current engine speed N _E ) / 100, and an operating memory R _{2 (} not shown) for storing 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 . It is judged whether or not the accelerator pseudo signal voltage V _AC is 51 (1 volt equivalent of idle) or less in AD value, and if it is 51 or less, the accelerator pseudo signal voltage V _AC is set to 51 in AD value and the counter VCNT is set to 0. Return to the main flow. Accelerator pseudo signal voltage V
_{When AC} exceeds 51 in AD value, it is judged whether accelerator pseudo signal voltage V _AC is 153 (corresponding to 3 V) or more in AD value, and when it does not exceed 153, counter VCNT is set to 0.
And return to the main flow, and the accelerator pseudo signal voltage V
_{When AC} has an AD value of 153 or more, the accelerator pseudo signal voltage V _AC is set to 153 with an AD value and the counter VCNT
To 0 and return to the main flow. The V _AC MAKE1 routine has become the engine rotational speed increase function, the output value of the accelerator pseudo signal voltage V _AC is determined as follows.

Increase / decrease of accelerator pseudo signal voltage V _AC To However, β is calculated by a proportional constant (<1). And the output value of the accelerator pseudo signal voltage V _AC is However, V _AO : No load (target engine speed + α)
It is determined by a considerable voltage. Defining an accelerator pseudo signal voltage V _AC as indicated by V _AC MAKE1 routine by bringing the engine rotational speed N _E at the target engine rotational speed, it is possible to eliminate the unnecessary increase in the engine speed N _E.

When V _AC MAKE1 routine terminates and outputs a clutch duty signal corresponding to the accelerator pseudo signal voltage V _AC,
It is determined whether the engine speed N _E is 30 rpm lower than the peak point. If not, the process returns to the process of whether ENSTFLG is 1. If the engine speed N _E is 30 rpm below the peak point, turn off the MVQ111
The engine speed N _E is determined that peaked point is at the start of the vehicle while holding the rotation of the clutch 15 in the (PFLG ← 1), it sets a counter VCNT to 50. In addition,
The peak point occurs because the output shaft 13 of the engine 11 is lowered by the start of transmission of power to the drive wheels as the rotation of the input shaft 39 of the gear type transmission 17 via the clutch 15 (FIG. 10). reference).

The hold process is performed by operating the normally open solenoid valve Z and closing the solenoid valve Z. As a result, the air sent to the air cylinder 33 is prevented from being discharged, and the clutch position is maintained at the current position. By the way, when air leaks from the solenoid valve Z, the solenoid valve X is controlled to be opened, air is introduced into the air cylinder 33, and the clutch position is controlled to be held at the original position. During such clutch hold control, the 17th
The processing as shown in the figure is performed. That is, it is determined whether the electromagnetic valve X is used frequently, that is, whether the electromagnetic valve X is used more than the set number of times. If it is larger, the warning lamp 118 is turned on. Then, the gear is returned to neutral (N), the solenoid valve Z is turned off, and the clutch is engaged. Therefore,
When there is air leakage from the solenoid valve Z when the clutch is held, the frequency of use of the solenoid valve X increases. In that case, the warning lamp 118 is turned on to give an alarm.

Next, a process for determining whether the accelerator opening is 50% or more, which is a start state switching function, is performed. When the accelerator opening is 50% or more, the accelerator differential voltage ΔV is set as the difference between the current accelerator opening equivalent voltage V _A and the accelerator pseudo signal voltage V _AC , and when the engine speed N _E reaches the peak point when the vehicle starts. It is assumed that the current accelerator opening equivalent voltage V _A is 50% or more (VFLG
= 1), the accelerator pseudo signal voltage V _AC described later is V _A −
The process proceeds to the process of replacing with ΔV. The process of replacing the accelerator pseudo signal voltage V _AC with V _A −ΔV is the normal control process. When the accelerator opening is lower than 50%, the flag VFLG is cleared and it is determined whether the accelerator opening is 10% or less. The process of determining whether the accelerator opening is 10% or less is the fine movement control process. In addition,
When it is determined that the flag VFLG is cleared by the determination as to whether or not it is cleared, the accelerator opening is set to 1
It is judged whether it is 0% or less. When the accelerator opening is 10% or less, the target stroke of the clutch 15 is calculated and the target engine speed is calculated, and it is determined whether the change amount ΔN _E of the engine speed N _E every 50 msec is 40 rpm or more. To do. Note that this change amount .DELTA.N _E makes a determination whether or 40rpm a target stroke of the clutch 15 described above as the processing after the LE point. Accelerator opening is 10
When it exceeds%, it is judged whether the absolute value of the difference between the engine speed N _E and the clutch speed N _CL is 50 rpm or less,
When it exceeds 50 rpm, the process for calculating the target stroke of the clutch 15 is performed, and when it is 50 rpm or less, the clutch duty signal is output only for t ₁ second. The process of outputting the clutch duty signal has a clutch connection function in the case of slight movement start. The clutch duty signal output process is performed as a process when the accelerator pseudo signal voltage _VAC of 1 volt is output and the accelerator opening exceeds 10%. Further, the above-described processing for calculating the target stroke is a target clutch stroke setting function. Regarding the method of obtaining the target clutch stroke (denoted as y) by leaving the flowchart,
This will be described with reference to FIG.

The y cut edge b of the linear equation y = ax + b is obtained from the accelerator opening (V _A1 ) and the clutch stroke (SV _C1 ) of the engine speed N _{E at} the peak point.
However, a: constant, b: variable b = SV _C1 −aV _{AZ In} order to prevent the clutch 15 from becoming stalled due to the connection when the engine speed N _E reaching the peak point is low, the y cutting edge b is + a. Correct it to B.

B = SY _C1− aV _A1 + α y When the cutting edge B exceeds the point where the clutch 15 is slipping (point Y), the clutch 15 is in a slipping state, so B = Y.

As described above, the target clutch stroke y becomes y = ax + SV _C1 −aV _A1 + α or y = ax + Y, and the engine stop and the slip state of the clutch 15 do not occur when the engine speed peaks.

Returning to the flowchart, the clutch 15 is connected after the clutch duty signal is output for t ₁ seconds. Then, the exhaust brake release relay is turned off. After that, a slip routine for calculating the wear amount of the clutch 15 is performed. 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, turn on the clutch warning lamp 117 and return to the main flow. If it does not exceed 50%, turn off the clutch warning lamp 117 and return to the main flow. Return. When the slip routine ends, the flag LEFLG is cleared and the start processing ends.

The amount of change ΔN _E of the engine speed N _E every 50 msec is 40
For more than rpm, it is determined whether the accelerator opening degree is 10% or more by outputting the clutch-off duty signal, flag does not exceed 10% were above the accelerator pseudo signal voltage V _AC as 51 AD value ENSTFQL the return to the process of the 1, _{V AC} when the accelerator opening is more than 10% MAKE2
After performing the routine, the process returns to the above-mentioned flag ENSTFLG being set to 1. V _AC MAKE2 routine proceeds to the processing count VCNT calculates a target engine rotational speed based on the current accelerator opening angle voltage V _A of the V _AC MAKE1 routine in the case of 50, the count if the count VCNT is other than 50 VC
Count NT once and return to the main flow. This V
_AC MAKE2 routine has become a fine movement accelerator pseudo signal voltage output function, the output timing than the accelerator pseudo signal voltage determined by V _AC MAKE1 routine by setting a count VCNT 50 becomes longer. The engine speed N _E during the start of the vehicle when the variation .DELTA.N _E of the engine rotational speed N _E does not exceed 40rpm is below the 400rpm (NEFLG =
If it is lower than 1), it is determined whether the engine speed N _E is 410 rpm or less. In the case of 410 rpm or less, the process shifts to the above-mentioned process of outputting the clutch-off duty signal, the clutch plate 31 of the clutch 15 is stroked to the side opposite to the flywheel 29, and 410 rpm
When it exceeds, the flag NEFLG is cleared. On the other hand, the engine speed N _E when the engine speed N _E at the start of the vehicle exceeds the 400rpm is determined whether 400rpm or less, to clear the flag NEFLG if more than 400 rpm, the following 400rpm In this case, the clutch-off duty signal is output, NEFLG is set to 1, and the process proceeds to the process of determining whether the accelerator opening is 10% or more. Flag NE mentioned above
The process for determining whether FLG is 1 or less is the engine speed determination function, and the rotation speed 400 rpm is the lower limit. Then, after clearing the flag NEFLG, it is determined whether or not the clutch stroke has reached the target value, and if the clutch stroke is greater than the target value, a clutch duty signal is output to cause the clutch plate 31 of the clutch 15 to flywheel. Stroke to the 29 side,
The process shifts to a process for determining whether the accelerator opening is 10% or more. When the clutch stroke is smaller than the target value, it is judged whether the accelerator opening is 10% or more,
When it is 10% or more, a clutch-off duty signal is output, the clutch plate 31 of the clutch 15 is stroked to the side opposite to the flywheel 29, and the process proceeds to the process of determining whether the accelerator opening is 10% or more. Then 1
When it does not exceed 0%, a clutch-off duty signal is output when the engine speed N _E is 410 rpm or less, and the clutch plate 31 of the clutch 15 is stroked to the side opposite to the flywheel 29 to accelerate the accelerator. The process shifts to a process of determining whether the opening is 10% or more.
When the clutch stroke is equal to the target value, the air cylinder 33 for connecting the clutch 15 is left as it is and the process proceeds to a process for determining whether the accelerator opening is 10% or more.

On the other hand, after the flag VFLG described above is set to 1, the accelerator pseudo signal voltage V _AC is changed from the current accelerator opening equivalent voltage V _A to ΔV.
Replace with the value minus. This replacement process is also performed when it is determined that the above-mentioned flag VFLG has not been cleared, and this process has a normal accelerator pseudo signal voltage output function (FIGS. 7A and 7C). See j).
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. If the difference is 30 rpm or less, the engine speed N _E and the clutch speed N _{CL are determined.}
DOO outputs a clutch ON signal and outputs the duty signal by t ₂ seconds is determined to be synchronized, the clutch 15 is connected to _two seconds after t. The process for outputting the clutch ON signal at this time is a clutch connection function in the case of normal start. Flag if absolute value exceeds 30 rpm
NEFLG is 1, that is, the engine speed N _E when the vehicle starts is 4
It is judged whether or not it is less than 00 rpm, and the flag NEFLG is 1
If it is, the engine speed N _E is 410 rpm.
If it is 410 rpm or less, the clutch off duty signal is output and the above-mentioned flag ENSTFLG is determined.
If it exceeds 410 rpm, the flag NEFLG is cleared. When the flag NEFLG is not 1, the engine speed N _E is 400 rpm
If it is 400 rpm or less, the clutch off duty signal is output and the clutch 15
Stroke the clutch plate 31 of the other side to the side opposite to the flywheel 29 and set the flag NESTFLG to 1
Move to the processing to determine whether NESTFLG is 1 or 400rp
When it exceeds m, the flag NEFLG is cleared. The process for determining whether or not the flag NEFLG is 1 as described above is the engine speed determination function, and the engine speed 400
rpm is the lower limit. Flag after clearing NEFLG, the engine speed change amount .DELTA.N _E per 50 msec -5Rp
to determine the following or not m, the amount of change .DELTA.N _E during the following when the vehicle is started -5rpm are elevated (flag XFLG =
1) the amount of change .DELTA.N _E determines whether or -5Rpm. When the change amount ΔN _E does not exceed −5 rpm, that is, when the engine speed N _E does not suddenly decrease, the clutch re-duty signal is output to gradually connect the clutch 15 and whether the flag ENSTFLG described above is 1 or not. The process shifts to the process of determining whether or not. When the change amount ΔN _E of the engine speed N _E every 50 msec is -5 rpm or more, that is, when the engine speed N _E suddenly decreases, the flag XFLG is cleared and the air cylinder 33 for connecting the clutch 15 is set to the current state. Then, the process shifts to the process for determining whether the above-mentioned flag ENSTFLG is 1 or not. On the other hand, when the amount of change .DELTA.N _E exceeds -5rpm flag XF
LG is determined whether 1, flag XFLG change amount .DELTA.N _E described above in the case of 1 it is judged whether the above -5Rpm, if the flag XFLG is not the 1 variation .DELTA.N _E Is 3
Judge whether it is 0 rpm or more. When it is 30 rpm or more, it is determined that the change amount ΔE _E at the time of starting the vehicle has drastically decreased (flag YFLG = 1), and it is determined whether the change amount ΔN _E is 30 rpm or less. Flag YFLG is 1 if it does not exceed 30 rpm
Whether the determined flag YFLG it is determined whether the change amount .DELTA.N _E if that is the 1 30 rpm or less, the flag YF
If LG is not 1, the air cylinder 33 for connecting the clutch 15 is operated as it is and the above-mentioned flag is set.
Move to the process of determining whether ENSTFLG is 1. 50 ms
When the amount of change ΔN _E of the engine speed N _E for each ec is 30 rpm or less, the flag YFLG is cleared, the air cylinder 33 for connecting the clutch 15 is operated as is, and the flag ENSTFLG is 1 or not. The process shifts to the process of determining whether or not. When the amount of change ΔN _E exceeds 30 rpm, a clutch-off duty signal is output, the clutch 15 is disengaged earlier, and the process shifts to a process for determining whether the flag ENSTFLG is 1 or not.

On the other hand, an engine speed calculation routine as shown in FIG. 8 is executed at an appropriate position in the above flow. First, the engine speed N _E is calculated, and it is determined whether the engine speed N _E exceeds 137 rpm. When the engine speed is 137 rpm or less, it is determined whether or not the engine is stopped (hereinafter abbreviated as engine stall) by an oil pressure gauge switch (not shown), and if engine stall, the process proceeds to processing for initial setting before starting. Engine speed N
_{When E} exceeds 137 rpm and when the oil pressure gauge switch does not determine that the engine is stalled,
If it is not during starting, that is, if the vehicle is traveling normally, it is determined whether the accelerator opening is 10% or more. When the accelerator opening is 10% or more and when the vehicle is starting, it is determined whether the engine speed N _E is 250 rpm or less, and when the engine speed N _E is 250 rpm or less, it is determined whether the vehicle speed is the specified value or less. It determines whether the engine speed N _E is 600 rpm or less when the accelerator opening does not exceed 10%, if: 600rpm transitions to processing of determining whether the vehicle speed is a specified value or less, 600rpm If it exceeds, the flag ENSTFLG is cleared. Vehicle speed clears the flag ENSTFLG if the case of less than the specified value and the engine speed N _E exceeds 250 rpm, the flag ENSTFLG and 1 when the vehicle speed exceeds a specified value. After clearing the flag ENSTFLG or after setting the flag ENSTFLG to 1, calculate the clutch rotation speed N _CL and the change amount Δ _E of the engine rotation speed N _E every 50 msec and the change amount of the clutch rotation speed N _CL every 50 msec. Calculate ΔN _CL and return to the main flow.

After the start-up process is completed, the control unit 71 starts the shift process when the vehicle speed or the clutch rotation speed N _CL exceeds the specified value. As shown in FIGS. 9 (a) to 9 (f),
Further, a selection signal is given to the input port 101 to check whether or not there is a brake failure. If YES in the wheel brake 107, then it is checked whether or not the flag SSFLG is 1. Flag SSFL indicating that the wheel brake 107 has a failure and the brake pedal 69 is stepped on
When G is 1, the position of the change lever 61 determines whether automatic gear position of the D _P range or D _E range,
In the case of YES, the process shifts to the determination of the flag ENSTFLG described later and the current gear position is maintained. Further, when the position of the change lever 61 is not in the D _P or D _E range, that is, when the gear position is the designated range of the manual range, it is determined whether or not the position of the change lever 61 and the gear position are the same, and if YES, the same flag
Moving to the determination of ENSTFLG, if NO, the position of the change lever 61 is set to the target shift speed, and then the shift operation is performed as described later. On the other hand, if it is 0 in the judgment of the flag SSFLG, it is checked whether or not the brake pedal 69 is depressed, and if it is, the flag SSFLG is set to 1,
The same processing as when the flag SSFLG is 1 is performed.

When the brake pedal is not depressed and the wheel brake 107 has no failure, the flag SSFLG is cleared again. Then, it is determined whether the flag FLG, which is set when the accelerator pseudo signal voltage VAC is returned to the current accelerator opening equivalent voltage VA, is set. And
If the flag FLG is not set, the process proceeds to return the accelerator pseudo signal voltage VAC. That is, the value of the current accelerator opening equivalent voltage VA is determined every ttes seconds, for example, 0.05 seconds. That is, the current accelerator opening equivalent voltage VA
Is an idle voltage (1V). here,
When the current accelerator opening equivalent voltage VA is the idle voltage (1V), the accelerator pseudo signal voltage output relay (not shown) is turned off, the flag FLG is set, and NEWFLG is reset. That is, by turning off the accelerator pseudo signal voltage output relay, the engine is controlled by the current accelerator opening equivalent voltage VA.

On the other hand, the current accelerator opening equivalent voltage VA is equal to the idle voltage (1
If it is not V), the current accelerator opening equivalent voltage VA is 2.
It is determined whether it is less than 7 V (85% accelerator depression). Here, if it is small, γ is set in a variable C described later, and it is determined whether the current accelerator opening equivalent voltage VA is substantially equal to the accelerator opening SVAO at the time of completion of starting. When the current accelerator opening equivalent voltage VA is substantially equal to the accelerator opening SVAO at the completion of starting, α is set to the variable C. In this case, the accelerator pseudo signal voltage VAC is held.

On the other hand, if the current accelerator opening equivalent voltage VA is not substantially equal to the accelerator opening SVAO at the completion of starting, the current accelerator opening equivalent voltage VA is the accelerator opening equivalent voltage V before t _sec.
It is determined whether it is almost equal to A. For example, in the case of steady running, since the accelerator pedal is constantly depressed, it is determined that the current accelerator opening equivalent voltage VA is substantially equal to the accelerator opening equivalent voltage VA before t _sec , and β is set to the variable C.
Will be reset. In this case, VAC + β is set as the accelerator pseudo signal voltage VAC.

When it is determined that the current accelerator opening equivalent voltage VA is not equal to the accelerator opening equivalent voltage VA before t _sec , the variable C is set to γ.
It remains. Then, when β is set in the variable C, the accelerator pseudo signal voltage VAC is set to VAC + β.
Then, the above-mentioned processing is repeated until the current accelerator opening equivalent voltage VA <the accelerator pseudo signal voltage VAC. When C = γ is set, VAC + (VA-SVA) + γ is set as the accelerator pseudo signal voltage VAC.

On the other hand, when the current accelerator opening equivalent voltage VA is 2.7 V or more (85% of accelerator depression), η is set in the variable C. Therefore, the accelerator pseudo signal voltage VAC is V
AC + (VA-SVA) + η.

By the way, after the flag FLG is set and the NEWFLG is reset, it is determined whether or not the position of the change lever 61 and the gear position are the same.

Here, when the position of the change lever 61 and the gear position are the same, after turning off the Rev pilot lamp, it is sometimes checked whether the gear position is N or not. Gear is N
In this case, since there is no problem of synchronization when the clutch 15 is connected, the electromagnetic valve 55 for switching the air tank is turned off as it is, and then the clutch is connected. Thereafter, the flag GFLG indicating that outputting the accelerator pseudo signal voltage V _AC during shifting is checked whether 1, after immediately examined slip clutch 15 if not outputted, the shift map switching memory
After clearing MAPMODE and flag LEFLG, return to the main flow. Further, when the accelerator pseudo signal voltage V _AC is output, after setting the time lag for the accelerator pseudo signal voltage V _AC release, proceed from running V _AC stage release routine described above.

On the other hand, if the gear position is not N, the flow proceeds to synchronize the clutch 15. First, it is checked whether or not the flag ENSTFLG is 1, and when the flag ENSTFLG is 1, that is, when the engine speed N _E is below the engine stall prevention speed when the vehicle speed decreases, the clutch 15 is disengaged and the V _AC relay is turned off.
F, and then the shift map switching memory MA as described above.
After clearing PMODE and flag LEFLG, return to the main flow. On the other hand, when 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 or equal to a specified value, that is, whether or not they are synchronized.
If YES in the case of synchronization, the clutch 15 is immediately connected as described above. On the other hand, if NO, the clutch 1
It is checked whether or not 5 is disengaged, and when the clutch 15 is engaged, the process directly returns to the clutch engagement flow. Here, when the clutch 15 is disengaged, the accelerator opening is 10%.
Check the following and if YES, that is, accelerator pedal 8
When 1 is not stepped on, the process shifts to the starting process on condition that the clutch rotational speed N _CL is equal to or lower than the specified value and the vehicle speed is equal to or lower than the specified value. On the other hand, when the difference between the clutch rotational speed N _CL and the engine rotational speed N _E exceeds their specified values, the CLLE routine is executed to bring the clutch into a half-clutch state.
If the accelerator opening exceeds 10%, it is considered that the driver has the intention to run, and the CLLE routine is executed as it is without shifting to the starting process. After that, the accelerator pseudo signal voltage V _AC corresponding to the clutch rotational speed N _CL is output, and the clutch 15 is connected at the optimum duty ratio. Then, the process returns to the beginning of the shift process, which is repeated until the clutch 15 is engaged or the clutch 15 is engaged.

On the other hand, when it is determined whether or not the position of the change lever 61 and the gear position are the same, if they are different, the position of the change lever 61 is the D _P range or D _E.
It is checked whether it is a range. Where D _P range or D _E
When the range is selected, one is selected from a plurality of shift maps in which the optimum shift speed according to the driving state is preset. That is, the content of the shift map switching memory MAPMODE is checked, and when it is 0, that is, when the shift map is not yet selected, it is determined whether or not the exhaust brake (not shown) is used, and the exhaust brake is used. If not, the first shift map is selected and the shift map switching memory MAPMODE is set to 1. On the other hand, when the exhaust brake is used, it is checked whether or not the brake pedal 69 is further depressed, and if the accelerator pedal 69 is depressed, the second shift map is selected to shift the shift map. While the memory MAPMODE is set to 2, otherwise, the third shift map is selected and the shift map switching memory MAPMODE is set to 3. Further, when the shift map is already selected in the shifting process currently being executed, the shift to that shift map is performed. This is because when the shift process is started and the shift map is once selected, the same shift map is always maintained until the shift process is completed.

Next, the target shift speed is determined from the selected shift map, and it is checked whether or not the current gear position is the same as this target shift speed. If the current gear position is the same as the target gear, the above-mentioned flag that maintains the current gear as it is
Move to judgment of ENSTFLG. 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.
In the case of upshifting, the gear shift operation is performed only when the position of the control rack 23 of the injection pump 21 is equal to or greater than a specified value, and otherwise, the gear shift operation is not performed and the current gear position is maintained. This is to prevent shifting up even if the engine 11 does not have sufficient horsepower. On the other hand, when it is necessary to shift down, on the other hand, only when the exhaust pedal is not used, the brake pedal 69 is strongly depressed, and the downshift is performed at the fifth speed or lower, the current shift stage is performed without performing the shift operation. Hold it, and perform gear shifting operation at other times.

The position is _{D P} range of the selector lever 61 described above, D
_When the determination is NO in the _E range, it is checked whether or not the position of the change lever 61 is in the forward gear of the manual range, and when the forward gear is selected, the gear position is not R. Continue to the condition. Subsequently, it is determined whether or not the shift is up. If the shift is up, the buzzer is turned off, and then the NEAIDL routine is executed to disengage the clutch 15.

In NEAIDL routine, the accelerator pseudo signal voltage third working memory R ₃ output reads the voltage value V _3, which is predetermined for the engine 11 and the idle speed, the electromagnetic actuator 25 and the V _AC relay to ON The control signal of the control rack 23 is output. Then, the accelerator pseudo signal voltage V _AC is sequentially changed to V _A − (V _A
−V ₃ ) × 1/16, _VA − ( _VA −V ₃ ) × 1/8, V
_{A - (V A -V 3)} × 1/4, V A - (V A -V 3) ×
It is set to 1/2 and is output for a fixed time (for example, 0.09 seconds) (see FIG. 11). This is intended to reduce the shift shock by reducing the accelerator pseudo signal voltage V _AC in a quadratic curve as shown in FIG. 16 without dropping it all at once. Then, the clutch 15 is disengaged, the accelerator pseudo signal voltage V _{AC is set} to the third operation memory voltage V _3, and the flag GFLG indicating that the accelerator pseudo signal voltage V _AC is output is set to 1, and the flow returns to the main flow.

After executing the NEAIDL routine, the air check routine is executed, and then it is checked whether or not the clutch 15 is actually disengaged. If disengaged, a shift signal for matching the gear position with the target shift speed is output to the solenoid valve 73. While shifting to
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 not upshift, that is, if it should be a downshift examines whether downshifting in D _P range or D _E range, D _P range or D _E
In the case of downshifting from the range, one step from the current gear is set as the target gear, and in the case of downshifting in the manual range, the position of the change lever 61 is set as the target gear. To do. Then, it is determined whether or not the engine 11 can be downshifted without overrunning the rotation, and if there is a possibility of overrunning, the buzzer warns the driver of the overrun, and the gear shift operation is performed. Without returning to the beginning of the shift process. Turn off the buzzer when not overrun
Then, the flag GFLG is checked to check the accelerator pseudo signal voltage V
Only when _AC is not output, the NEHOLD routine is executed to disengage the clutch 15. The NEHOLD routine is the NE
The rest is the same as the AIDL routine except that the voltage value V ₃ corresponding to the current engine speed N _{E under} no load is read into the third operation memory R ₃ for outputting the accelerator pseudo signal voltage. _AC is gradually dropped and the clutch 15 is disengaged (see FIG. 12).

Thereafter, the above-described air check routine is executed under the condition that the downshift is not a downshift at the fifth speed or lower, or the vehicle speed is not higher than the specified vehicle speed at the gear position, and then the gear shifting operation is performed. On the other hand, when the downshift is performed at the fifth speed or lower and the vehicle speed is equal to or higher than the specified vehicle speed, the double clutch routine is executed.

In the double clutch routine, the target clutch rotational speed is provisionally set by simultaneously disengaging the clutch 15 and multiplying the current clutch rotational speed N _CL by a constant C (for example, 1.5) determined in advance according to the shift state. Next, it is checked whether or not this target clutch rotation speed is 2300 rpm or more, which is the upper limit rotation speed, and when it is 2300 rpm or more, 2300 rpm is set as the target clutch rotation speed, and when it is less than 2300 rpm, it is directly set as the target clutch rotation speed. To do. Then, it turns ON the electromagnetic valve 73 to release the engagement of the gears, clutch rotational speed by setting the accelerator pseudo signal voltage V _AC to a predetermined value with the gear position is output clutch ON signal after becoming N state N _CL is set to the target clutch rotation speed. After that, the accelerator pseudo signal voltage V _AC is set to a voltage corresponding to the clutch rotation to disengage the clutch 15, and then the gear position is adjusted and the process returns to the main flow.

In addition, when the determination as to whether the position of the change lever 61 is in the forward gear of the manual range is NO, it is checked whether the position of the change lever 61 is in the reverse gear. When the position of the change lever 61 is in the reverse gear, it means that the change lever 61 is mistakenly put in the reverse gear during forward traveling, so the Rev pilot lamp is turned on to perform the gear shift operation with the target gear position being neutral. or,
Even when the forward gear is selected by 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 position of the change lever 61 is not in the reverse gear, it is further checked whether or not the position of the change lever 61 is N. In the case of N, if the change lever 61 has not moved there for 1 second, it is considered that the driver has selected N, and the target shift speed is set to neutral.
On the other hand, when the change lever 61 is in N but has moved within 1 second, the process returns to the beginning of the shift process. On the other hand, when the position of the change lever is not N, that is, when the change lever 61 is in a loose position where no position is selected, the position of the change lever 61 is regarded as the same as the position of the previous change lever 61. , Return to the beginning of the shift process.

In this embodiment, the air tank 47 installed in the vehicle,
Although the air pressure from 49 is used to drive the air cylinder 33 for operating the clutch 15, the hydraulic pressure can of course be used as the control medium. However, in this case, a hydraulic pressure generation source such as an oil pump has to be newly added, which may increase the cost. Needless to say, the shift control procedure, shift pattern, etc. shown in the present embodiment can be appropriately changed in small places as necessary, and the present invention is also applied to a vehicle equipped with a gasoline engine. be able to. Further, the clutch pedal may be mounted as a dummy for a driver who changes trains from the manual transmission. In this case, the clutch pedal is attached to the engine cylinder 33 at the R stage and the designated shift stages of 1, 2, 3, 4, and 5. It is also possible to set it so as to give priority to the function.

[Effects of the Invention] As described in detail above, according to the present invention, the engine rotation does not excessively increase at the time of starting, and moreover, the transition to the engine control according to the accelerator operation by the driver after the completion of starting is smooth. Further, it is possible to provide an effect of providing a vehicle start control device that is performed with a good feeling.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an automatic transmission according to an embodiment of the present invention, FIG. 2 is a conceptual diagram showing an example of its shift pattern, and FIG. 3 is an example of a shift map of its Dp and De ranges. A graph, FIG. 4 is a graph showing an example of a map for determining the duty ratio, FIGS. 5 to 9 are flow charts showing an example of a control program thereof, and FIG. 10 is an engine speed and clutch at the time of gear shifting. FIG. 11 is a graph showing an example of changes in the number of revolutions with time, FIG. 11 is a conceptual diagram of operation during a shift-up operation, FIG. 12 is a conceptual diagram of operation during a down-shift operation, and FIG. FIG. 14 is a graph showing the relationship with the opening degree, FIG. 14 is a diagram showing an emergency clutch disengagement device, and FIG.
FIG. 5 is a circuit diagram for controlling opening and closing of the valve Z, FIG. 16 is a diagram showing a temporal change of the accelerator pseudo signal voltage, FIG. 17 is a flow chart showing control at clutch hold, and FIG. 18 is a diagram showing an accelerator load sensor. It is a figure which shows an output voltage. 11 ... Engine, 15 ... Friction clutch, 17 ... Gear type transmission, 21 ... Fuel injection pump, 23 ... Control rack, 25 ... Electromagnetic actuator, 33 ...
… Air cylinders, 47, 49 …… Air tanks, 53 ……
A solenoid valve, 61 ... change lever, 65 ... gear shift unit, 71 ... control unit, 81 ... accelerator pedal, 93 ... microcomputer.

Claims (1)

[Claims] 1. A friction clutch connected to an engine, a clutch actuator for operating the friction clutch, a gear type transmission connected to the friction clutch, an accelerator opening detection means for detecting an accelerator opening, and A start control device for a vehicle, comprising a control device for controlling the operation of the engine and the clutch actuator in response to a detection output of an accelerator opening detection means, wherein the control device, when starting, is a target engine speed for start. A means for starting the vehicle by gradually connecting the friction clutch while controlling the engine according to the pseudo accelerator opening degree according to the means, and the accelerator opening detection value after the start is completed. Is not changing from the accelerator opening detection value at the start of completion, the pseudo accelerator opening is maintained and When the accelerator opening detection value after completion of the start changes from the accelerator opening detection value at the start of completion and when the accelerator opening detection value becomes constant thereafter, the pseudo accelerator opening is increased by a predetermined constant amount. In the case where the accelerator opening detection value is changing in the above case, at least a change in a value corresponding to the change is given to the pseudo accelerator opening, and the pseudo accelerator opening becomes equal to or larger than the accelerator opening detection value. And a means for switching the control of the engine to a control according to the detected value of the accelerator opening at that time.