JPS60215437A - Automatic speed change gear - Google Patents

Abstract

PURPOSE:To permit a clutch and a speed change gear to be respectively automatically operated by operating an actuator based on a speed change signal generated due to changeover of a change lever. CONSTITUTION:A clutch 3 provided between an engine 1 and a speed changer 2 is switched by an actuator 4. A speed change stage changeover switch 5 issues an output signal corresponding to a target speed change stage according to operation of a driver, and a gear position changeover means 6 changes over an engagement state of the speed changer 2 to the target speed change stage based on a speed change signal. A car speed sensor 17 delivers a vehicle speed signal, and a load sensor 9 delivers a load signal of the engine 1 whereby whether gear positions of the target speed change stage and the speed changer 2 are the same is decided by an engagement decision means 11. When the engagement propriety signal is outputted, and the car speed signal gets lower than a setting value, and thus a clutch interruption signal and the engagement propriety signal are received by a changeover control means 12, the control means operates the changeover means 6 and a clutch control means 8.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention generates a gear shift signal by switching a change lever, and uses an actuator activated by this gear shift signal to perform gear shifting operations such as engaging/disengaging a clutch and changing the gear position of a transmission. Related to automatic transmission.

Conventionally, the driver manually switches the change lever units 1 to 1, the control box processes the obtained gear shift signal, outputs a predetermined operating signal to the gear shift unit 1, and adjusts the air pressure of the gear shift unit 1. The so-called finger-touch control cassift unino 1 is known, in which the transmission is switched and operated using a booster operated by the driver.
7 144735 Publication and Utility Model Application No. 57-+38832 Jinomei ii]+Kan J'? and the drawings. This type of device can reduce the driver's fatigue due to gear shifting operations by reducing the gear shifting (shifting operation 1), but the driver must separately engage and disconnect the clutch when shifting gears. .

The present invention incorporates an actuator operated by fluid pressure into the friction clutch of a conventional gear A' type transmission r-1' l-J,
By switching the change lever, both actuators are actuated based on the starting gear shift signal. Winter production 1 of IH, clutch, 1; +: and transmission! Let Ir do what he will do) Self II! II transmission system.

FIG. 1 is a detailed drawing for clearly showing the printing process of the present invention.

Vehicle (7) x Resin 1, transmission 2, clutch 3 between
are connected and disconnected by the actuator 4, and the gear changeover switch 5 outputs the gear change corresponding to the target gear in response to the operator's operation. The gear position switching means ``; is 1.11 (duki 1-1) to the gear shift signal.
When the gear position is changed to a drift gear, the gear position sensor 10 outputs a gear position signal corresponding to the gear position of the transmission 2, and the opening/closing means 7 or the first passage 15 or the first passage 15 for introducing working air into the air chamber 13 of the actuator 4 Atmospheric opening path 16 or constriction section 1
selectively communicates the second atmosphere opening path 20 formed with 8;
The clutch control means 8 operates the opening/closing means 7, the vehicle speed sensor 17 outputs the vehicle speed signal, the load sensor 9 outputs the load signal of the engine 1, and the clutch disconnection sensor 19 outputs the connection/disconnection signal of the clutch 3. The engagement determining means 11 determines the identity of the target gear position and the gear position of the transmission 2, outputs the engagement ii1 '#i' signal, and the vehicle speed signal falls below the set value and the gear position of the transmission 2 is determined by the engagement determining means 11. When receiving the disengagement signal and the engagement appropriate signal, the switching j1-control means 12 returns the disengaged clutch 3 by a predetermined amount upon receiving the load signal, and then returns the disengaged clutch 3 by a predetermined amount, and then
The clutch 3 is returned to the half-clutch state based on the open 1] ratio of the clutch 3, and then the gear position switching means 6 and the clutch control means 8 are operated to start so as to connect the clutch 3.

FIG. 2 shows an automatic transmission 3-device as an embodiment of the present invention. This device u is de, r-zer engine (hereinafter simply referred to as engine):
The engine 30 is equipped with a fuel injection pump (hereinafter simply referred to as an injection pump) that rotates at a rotational speed of 1/2 of the engine rotation and has a fuel injection pump (hereinafter referred to simply as the injection pump). 34 is attached to the pump, and an accelerator pedal 37 and an electromagnetic actuator 38 are connected in 46 rows to the accelerator pedal 37 and 9 through a link system 36 to the pump clutch; Note that an engine rotation sensor 39 is provided opposite to the input shaft 33 to generate an engine rotation speed signal. The clutch 31 is normally constructed by pressing the clutch plate against the flywheel 40 by means of well-known clamping means (not shown), and using an air cylinder 4 as an actuator.
2 is activated from inoperative, the clamping means (not shown) is activated in the releasing direction, and the clutch 31 is moved from the angular direction a to the angular direction l.
) (Figure 2 shows the disconnected state). This clutch is equipped with a clutch air sensor 70 that detects the clutch engagement/disengagement state by on/off operation, which will be described later.Instead, a clutch engagement/disengagement sensor 43 is installed directly opposite the clutch 4-31. You may. Moreover, the output shaft 4 of the clutch 31
4 is provided with a clutch rotation speed sensor 45 that generates a clutch rotation speed signal. Air chamber 46 inside air cylinder 42
An air passage 47 is formed extending therefrom, and is connected to an air tank 4B serving as a high-pressure air source. An electromagnetic cut-off valve 49 is installed in the middle of the air passage 47 as an opening/closing means for intermittent operation air, and further selectively communicates the air chamber 46 with first and second atmosphere opening passages 77 and 78. A solenoid valve 50 is attached as an opening/closing means. That is, the fourth
As shown in the figure, the cut valve is switched to two positions: closed when the signal is off, and open when the signal is on (state shown by the solid line in Figure 4). The solenoid valve 5° is a center-closed three-position valve, and when the upper and lower solenoids 501 and 502 are turned on, the first and second atmosphere opening passages 77 and 78 communicate with the air chamber 46. An orifice 79 serving as a constriction portion is formed in the second atmosphere opening path 78 . Here, the first atmosphere release passage 77 can directly release air to the atmosphere, and the second atmosphere release passage 78 gradually reduces the air pressure (clutch air pressure) in the air chamber 46 by the action of the orifice 79. That is, depending on the size of the opening ratio β (=Δ/Δ1), which is the ratio of the passage area AI of the second atmosphere opening k137+1 to the opening area of the orifice 79, the air pressure of the F chamber 46 is discharged over time +1 (< Here, the orifice 7f with the aperture ratio β, which shows the characteristics of latch air pressure over time under OL, as shown by the solid line in area C in Fig. 5, is selected through experiments and used. In addition,
The air cylinder 42 has an air pressure sensor 70 that outputs an ON signal when the internal air pressure becomes 1 unit below a specified value (the value at which the clutch is disconnected), and the air tank 48 has an air pressure sensor 70 that outputs an ON signal when the internal air pressure falls below a specified value. Air sensor IF that outputs on signal
72 are attached respectively. Gear 1 in transmission 32)
To change the gear position, the gear selection switch 55 is switched by operating the change lever 54 to a gear position corresponding to the shift pattern shown in FIG. How to shift to gear 1? Operate unit h5+ to change gear position 1u to the target gear corresponding to the shift pattern.1
, where R indicates the reverse gear, N, 1.2, :3 indicates the specified gear, and D indicates the selected gear. speed to 5
The speed is determined by vehicle speed, etc. Gear shift unit 1~5
1 is a plurality of electromagnetic valves (only one shown) 53 that are activated by activation signals from controller units 1 to 52;
It has a power cylinder that is supplied with high-pressure operating air from the air tank 48 through this valve to operate the select 1 to fork and shift 1 to fork of the transmission, and is connected to the solenoid valve indicated by -. The power cylinder is operated in accordance with the applied operating signal to change the meshing mode of the transmission 32 in the order of the select 1 direction and then the shift 1 direction. Furthermore, the gear shift 1 to unit 1-51 includes a gear position switch 56 as a gear position sensor for detecting the gear position.
is installed oppositely, and the gear position signal from this switch is sent to controller 1.
It is output to Herol Units 1-52. In this way, a sensor 58 that generates a vehicle speed signal is provided opposite to the output shaft 57 of the transmission. Furthermore, a resistance change is caused in the accelerator pedal 37 as a voltage value according to the amount of rotation of the accelerator pedal 37, and this is changed to A/1].
A load sensor 60 that converts into a digital signal using a converter 59 and outputs it.
is installed. Brake pedal 6] is high when depressed = 7-! The brake sensor 62 that outputs the novel brake signal is inspected. The flywheel 40 has a starter 13:) which engages the ring gear on its outer periphery in a timely manner to start the engine 30.
Kicked, that star chestnut 1 no 64 = J con~L1-
It is connected to the unit i-52. On, sign "rJ65
Units 1 to 1-52 must be installed separately on the vehicle.1. A microcomputer that performs various controls of the vehicle is shown in the figure, and receives human power signals from various sensors (not shown) to perform 1ψ movement control of the engine 30, etc. This microcomputer 65 (1 jet 1 pump: 1j inputs an operating signal to the electromagnetic actuator 38 of 14,
In order to increase/decrease fuel, 1) it is possible to control the increase/decrease in the number of revolutions of the re-engine.

In addition, 65 microcomputers = 1 in.
The output signal as an engine rotation increase/decrease signal from Nino 1-52 can be received with priority, and this output (n''
; The engine speed can be increased or decreased according to 3.

The control unit 1 to roll unit 1 to 52 consists of a microcomputer dedicated to the automatic transmission, and the micro blow t=
7 (hereinafter referred to as ill 2 CP tJ) 66, memory 678-, and interface 68 as an input signal processing circuit
It consists of Input boat 6 of interface 68 Brake sensor 62, load sensor 60, engine rotation sensor 39, clutch rotation speed sensor 45, gear position switch 56, vehicle speed sensor 58, clutch connection/disconnection sensor 43 (replaces clutch connection/disconnection state with air sensor 70) ) and both air sensors 70. Each output signal is input from 72. On the other hand, Ara 1 Hepts l ~ Poe 1-7
4 is connected to two sets of microcomputers 65, a starter relay 64, a solenoid valve 50, a cut valve 49, and a plurality of solenoid valves 53, and can send output signals to each of them.

Incidentally, reference numeral 75 indicates a warning lamp which is turned on upon receiving an output through a drive circuit (not shown) when the air pressure in the air tank 48 does not reach a set value.

Further, reference numeral 76 indicates a clutch wear lamp that receives an output and lights up when the amount of clutch wear exceeds a specified value.

The memory 67 is composed of a ROM (read-only memory) in which programs and takes shown as flowcharts in FIGS. 16 to 20 are written, and a RAM for writing/reading. The following storage processing is performed in the ROM. The above-mentioned gear selection switch 55 outputs a select signal and a shift signal as a gear change signal, and the gear position corresponding to the pairwise combination of these two signals is stored in advance as a data table. This select 1-O, 1;
- (When signal ti is received, it performs a table lookup and outputs the corresponding output (number n) to each electromagnetic valve 53 of the gear shift unit 1-, and adjusts the gear position to the target gear position corresponding to the gear shift signal. Switch 56 or lE
The + gear position signal is output by shift completion -r, and the gear position signal is
It is used to determine whether all the gear position signals corresponding to the shift 1 and shift 1 signals have been output, and to issue a signal indicating whether the mesh is suitable or whether the IJ is not suitable. Furthermore, when there is a 1-1 target gear in the selected gear (D) category, the ROM also stores a data table for determining the optimum gear based on vehicle speed, load, and engine rotation signals. I'll keep it. This-
Examples are shown in Fig. 8, Fig. 9, and Fig. 10, in which the basic gear stage r] If the engine load is in the steady range A, no correction is made, and a first correction value (Dx) corresponding to a one-stage shift 1-down or shift-up is read depending on whether it is larger or smaller. Next, by the third table search, if the engine speed is in the steady range B, no correction is made, and if it is larger or smaller than that, a second correction value [rlx] corresponding to a 1st gear shift 1 hairturn or a downshift is applied. Read. In the control in category (D), the gear position corresponding to this second correction value is determined as the optimum gear position, and this is regarded as the target gear position.

Here, the operation of the automatic transmission will be explained according to FIGS. 11 to 15.

When the program starts, the control unit 52
enters interlocking processing unless there is an engine stop interrupt. After the starting process is completed, a vehicle speed signal is input, and if the value is less than a specified value (for example, 2 m/h to 3 km/h), a start process is performed, and if it is above, a gear change process is performed.

However, when the engine speed signal is lower than the set value as the engine stall speed, an on signal is output to the cutter valve 49 and an off signal is output to the control valve 50 to disconnect the clutch 31 (O1l-).

The starting process will be explained with reference to FIG. An engine rotational speed signal is input, and it is checked in step 1 (hereinafter the step is indicated as S in the figure) whether the value is within the engine stop range, and when the engine is stopped, the process advances to YES. Whether or not the change lever position and gear position are the same, that is, the shift signal and gear position signal are the same, and the gear selection switch 5
In step 2), it is determined whether the gear position of the transmission 32 is aligned with the target gear position (for example, 2nd gear), which is set in advance as the maximum gear ratio (for example, 2nd gear) in the case of the target gear position (herein, 2nd gear) indicated in Step 2). If YES, an output is sent to the starter relay 64 via a drive circuit (not shown), and the starter 63 is made ready to turn by operating the starter switch (not shown) (step 3). When the detection signal of the air pressure switch 72 exceeds the setting Wt, it is further checked (step 5).
, return yes.

When there is no air pressure, hold the air tank 48 until it reaches the specified value.
- Complete wait step 5. On the other hand, even if the target gear position is set such as a high gear ratio, if the target gear position and the gear position of the transmission 32 match, the starter can be started. In this case the axle is rotated by a starter.

If no in step 2, check the presence or absence of air pressure (step 6), and if no, issue an output signal to the warning lamp 75 (step 7), and if yes or return to yes by external air supply, clutch output boat No. 7 to disconnect the clutch, and an off signal to the control valve 50 (step 8). While the clutch is disconnected, the gear shift unit 51 is
receives an output signal corresponding to the target gear via the output boat 74, operates normally, and the gear position is adjusted to the target gear (step 9). Thereafter, the upper solenoid 501 of the control valve is turned on for a predetermined period of time via the ARA 1-put port 74, that is, the air chamber 46 is opened to the atmosphere via the first atmosphere opening path 77, and clutch me 1- is performed (step 10). From this step 2, 6, 8, 9,
10 loops are repeated until the gear position is aligned with the target gear position.

Next, the starting process will be explained with reference to FIG. After the start process is completed, the vehicle speed signal is read, and if it is F times above the set value, the start process begins. A: The CI" 1166 selectively reads the clutch engagement/disengagement signal via the input boat 6, and advances to the state where the clutch engagement signal is received (step 11).
). In step 12 C'':T) TJ66 is clutch 31
Outputs an on signal to the cut valve 49 to turn off the
Turn off the clutch. If you proceed to step 11 with YES, the same judgment as in step 2 will be made as to whether the change lever position and gear position are the same or not (step 13). If NO, step 1 The same control as in step 9 is performed to adjust the position to the target gear speed. If YES is reached from step 13, the gear position "q" which has reached the target gear position is read from the shift signal as to whether it is neutral or not. If YES, the process returns to step 11, and if NO, the process proceeds to step 16 (step 15).

Here, it is determined whether the load signal IJ value exceeds a specified value (0 (low value) to the extent that the driver indicates the intention to start) each time the accelerator is depressed, and if no, steps 1L13 and 1
Steps 5 and 16 are repeated, and if the answer is YES, the lower solenoid 502 of the control valve is injected into the lower solenoid 502 of the control valve to gradually lower the clutch air pressure, that is, the air pressure corresponding to the output signal of the air pressure switch 70, from the tank pressure PO. The on-signal is outputted through the second atmosphere opening path 78, and the air is opened to the atmosphere through the second atmosphere opening path 78. As a result, the clutch air pressure in the air chamber 46 slowly decreases at a predetermined level over time as shown in FIG. 5, and the clutch gradually approaches a half-clutch state rather than a disengaged state (step 17).

At this point, the CPU 66 has issued a selection signal to the input boat 69 to continue inputting the engine speed signal, and the engine speed values over time based on this engine speed signal are stored in the R. A to M are sequentially stored and processed, and the peak point M (an example is shown in FIG. 6) is arithmetic processed, and the process goes to NO until the peak point M is determined, and steps 17 and 1B are repeated, and once it is determined, step 19 Proceed to. Note that the peak point M occurs here because the engine rotation begins to be transmitted as the rotation of the clutch output shaft 44, causing the rotation to decrease.

15- From the time '1゛1 when the peak value M is detected, the solenoid valve 50
is held on.7 In other words, the difference in rotational speed is checked while keeping the F' pressure constant o Cl) tJ6
6 outputs a selection in so that the clutch output shaft rotation speed signal of the clutch output shaft 44 is input in addition to the engine rotation speed signal to the input button 1.69. Then, the rotational speed difference between the engine and the clutch (shown as N-Nl in FIG. 11) is calculated at predetermined time intervals, and the change over time of the rotational speed difference is the first set value Xi (see FIG. 7). It is determined whether or not it is less than or equal to (step 19). If YES, the first atmosphere release path 77 is opened for a predetermined short period of time, and the second atmosphere release path 78 is subsequently used to release the atmosphere, and the clutch is gradually engaged (step 20).

After that, it is determined whether the change over time in the rotation speed difference between the engine and the clutch is greater than or equal to the second set value x2 (XI<X2),
If no, the process returns to step 20 and repeats the loop of keeping the rotational speed difference between the engine and the clutch output shaft constant. On the other hand, if the result in step 22 is NO, it is determined whether the change over time in the rotation speed difference between the engine and the clutch is greater than or equal to a third set value y2 (X2<y2) (step 16-25). If yes, output an appropriate amount of on signal to the cut valve 49 and return the clutch to the disengaged direction by an appropriate amount (step 23
). In step 24, it is determined whether the change over time in the rotational speed difference between the engine and the clutch is less than or equal to the fourth set value y1. If no, steps 23 and 24 are repeated, and if YES, the process proceeds to step 25. Note that if the answer in step 22 is NO, the process also proceeds to step 25. When step 25 is reached, the change over time in the rotational speed difference between the engine and the clutch falls within the range shown by the slope line in FIG. The air pressure of the clutch 31 is held at the current state because the conditions for switching to the engaged state are met without taking time. After this, the CPU
66 indicates that the rotational speed difference between the engine and the clutch output shaft is the specified value (
For example, if N - N 1 = 1 Orpm) or less is determined, and if no, step 19 to step 2 are executed.
Repeat the loop of step 6, and at time T2 of YES, step 27
Proceed to. Here, the lower solenoid 501 of the electromagnetic valve is energized, the first atmosphere opening path 77 is opened to the atmosphere, and clutch engagement is performed. After this, that is, the air cylinder 42
After becoming inoperative, CI'''TJ66 calculates the clutch slip rate (difference in engine speed and clutch speed)/(engine speed) by 9 degrees, compares the second value with the specified value,
If it is less than the specified value, it returns, and if it is less than the specified value, it returns to Step 29 (Step 2 old. Step 2
Clutch Jr wear out in 9! Judgment of whether 1 is large or not J: An on signal representing 20 clutch wear fn is output to the re-clutch wear lamp 76 via the output board 1 drive circuit (not shown), and the lighting process is performed.

Next, Figure 14. 1j: and numbered in FIG. 15) The speed change process will be explained. After the startup process is completed, (': l)II Ii[
i is 11 (speed f, J is +! IIA, and if the set value is 1 - the same J, the gear shifting process begins. First, select the in-boot boat [; It is checked whether there is a signal (step 10), and if YES, it is further checked whether there is a clutch engagement (step 31), and if YES, the process returns. In this way, if the clutch is in the engaged state at the time of sudden brake 1 brake operation, the gear change operation described later is temporarily stopped ti11. On the other hand, step 3
n; If the result in I and step 31 is NO, that is, there is no sudden braking operation, or if the clutch is disengaged even during sudden braking in step 11, the process proceeds to step 32. Here, the gear change signal is read and classified into three categories: designated gears N, 1, 2, and 3, selected gears D, and reverse gear. In the case of the specified gear stage classification, the same judgment as in step 2 is made as to whether the change 1 collar position and the gear position are the same or not (step 33), and the return is YES.
If no, proceed to step 34. Here, the target gear position according to the gear shift signal is N, 1, 2, or 3, and the current gear position before shifting is the selected gear position (1)), which corresponds to the upcoming downshift. Determine whether or not. If yes, go from Ara 1 to Pututop 1 via 74, then to Kak 1 via Valve 49.
A signal is output to the electromagnetic actuator 38 for a predetermined period of time to disengage the clutch (Step 35), and further, in order to maintain the current engine rotation, the signal is output to the electromagnetic actuator 38 via the controller 1-74 and the microcomputer 65. and perform operations to prevent engine rotation overrun (step 36).
. Then, the gear position 19-, which corresponds to a downshift of one gear from the gear position before the gear change, is calculated, and an output signal corresponding to that gear position is output to each electromagnetic valve 53 to the gear shift unit 1 to adjust the gear position. (Step 37). After that, each rotation signal of the engine clutch output shaft 44 is read, and an engine rotation increase/decrease signal is sent to the electromagnetic actuator 38 via the output bows 1 to 74 and the microcomputer 65 so as to match the engine rotation speed to the rotation of the clutch output shaft. Output the output signal and perform the rotation adjustment operation (Step 3
8). After this, through Ara 1-Butu 1-Po 1-74,
The -1 solenoid 501 of the solenoid valve is turned on for a predetermined time (I-
Output No. 1 to 1, and engage the clutch (Step ゛:
1! 1) After this, the loop consisting of steps 30, 32 to 39 goes around once every time the downshift process is performed for each gear, and finally, at step 11, [gear 1-γ is changed to the target gear.
3. When the position is confirmed, the loop returns directly from step 33.3. - If the door knob 3/1 is set to NO, first, the clutch is disengaged in the same manner as in step 35 (step 40). After this, C P N G (i is the current gear before shifting and the shift signal corresponds to the "1 target gear" is compared to determine whether it is 1-up or 1-i (step old)
.

=20- If YES, go to AUIP 1-PO 1 74, output 17 to the electromagnetic actuator 38 via the microcomputer 65, and perform an operation to return the engine speed to the specified idling speed (step 42). Then, move from Ara 1 to Pratobo 1 74 so that the gear position is aligned with the target gear, which is one of N, 1, 2, and 3 as the designated gear.
is outputted to each electromagnetic valve 53 via (step 43).

After this, the process returns to step 38, and the engine rotation is adjusted to the clutch output shaft, and the clutch is engaged.
If the answer is NO, that is, if the shift is 1-down from a position other than D, the engine rotation is held as in step 36 (step 44), and the process returns to step 43. Next, in step 32, in the case of the selected gear shift (D) category, first, the CPU 6
6 inputs the vehicle speed signal, load signal, and engine rotation speed signal through input inputs 1 to 69, respectively.
Steps 45, 46, 47), the basic gear Dx (see Figure 8) from the vehicle speed, and the first correction value (DX) from the load signal.
(See Figure 9), the second correction value [
Dx] (see Fig. 10), and determine the optimum gear position that can be regarded as the target gear position in this category (step '
4+1),, after this, the optimum gear is set to X
Is it?・Step 2 of whether or not the same seal! +3! I 1
-7 (Step 4!) L, (return with varnish, jump to no-glide 3-tone stage Sozo 4 (1), gear (:f, step 40 to match "T" to 11th gear), Old, 42, (4,1), 43.38.
After processing step 39, return. Next, step 32
In the case of 1 reverse stage, first Cr' TJ fi6
(The gear position is aligned to the 11th pass gear, which is the target gear position.)
It is determined in the same way as in step 2 (step 50), and if YES, that is, current (I: back operation is in progress), return; if NO, that is, in the case of He4 IM work, the same as in step 35. Then, the clutch is disengaged (Step 51), and the engine rotation is returned to the idling rotation speed as in Step 42 (Step 52). Furthermore,
To return the gear position to Echo 1-Ral, set Arara 1-Butu 1~
The output is output to the electromagnetic valve 51 via the baud I~7/l (step 5; I), and the awning lamp (not shown) that indicates a gear shift error is lit (step 54). Thereafter, the clutch and engine rotation matching operation and clutch engagement operation similar to steps 11'i, 1' and 39 are performed in sequence (steps 55 and 56). Here, if the reverse gear is selected as the 11th gear during forward travel, a misshift will be notified and the gear position will be adjusted to ECHO 1 to RAL.

- R11°2 as a pattern to shift 1 in the above place
．． Although shown as having five ranges of 3 and D, the present invention is not limited to this, and for example, a second selection gear stage D2 may be provided. In this case, the categorization operation in step 32 may be replaced with a 4-division operation, and the same operation as the series of operations from step 45 to 45 may be performed when selecting the fourth category.

As described above, according to the present invention, the gear position can be automatically shifted to the target gear position based on the shift signal. In particular, when the orifice 79 of the second atmosphere opening passage 78 opens [1
Based on the ratio β, it is possible to gradually return the disengaged clutch to a half-clutch state without the operator's operation. That is, it is possible to gradually increase the engine rotation in accordance with the depression of the accelerator, thereby making it easy to perform simultaneous operations only by operating the accelerator.

23-

[Brief explanation of drawings]

Fig. 1: Overall configuration diagram of the present invention; Fig. 2: Schematic layout of an automatic transmission field according to an embodiment of the present invention; Fig. 3:
The figure is a diagram of the shift pattern used in the automatic transmission, Figure 4 is an enlarged explanatory diagram of the piping from the air chamber of the light to the air vent path, and Figure 5 is a diagram of the clutch air pressure. Line 1541 showing an example of changes over time, Figure 6 is a line showing an example of changes over time in each rotational speed of the engine and clutch output shaft, Figure 7 1: 1 of the engine and clutch output shaft
0th IJ: Diagram showing an example of the range in which the number difference over time should be controlled. Figures 8, 9 and 10 are basic examples of how to select the optimum gear in the selected gear division. Gear stage - 1 vehicle speed, 1st correction value - engine load, 2nd correction value - 1 engine rotation speed Name data table schematic diagram, 1st
1 to 15 show the flow chart -1 of the control program used in the automatic transmission device i. 1.30...Engine, 2,32...Transmission,
:1.31...Clutch, 4,42...Air cylinder, 5.55...=24- Gear stage selection switch, 6,51...Gear position switching means, 7.1/ 1, 16.20; 49.50...
Opening/closing means, 8...Clutch control means, 9...Load sensor, 10.76...Wear warning means, 11.
. . . Meshing determination means, 12 . . . Switching control means, 13
．． 46...Air chamber, 15.47...Passage, 17°58...Vehicle speed sensor, ]9.43...Clutch connection/disconnection sensor, 21.1ri...Rotation sensor, 22 .44
...Clutch output shaft, 23. /15...Clutch rotation sensor, 24...Engine operating means, 2
5... Gear shift classification determining means, 26... Gear stage setting means, 27.62... Brake sensor, 28...
- Switching prevention means, 29...Clutch wear determination means. Procedural amendment May 171, 1985] 1. Indication of the case Patent Application No. 50748 of 1988 2. Name of the invention Automatic transmission device 3. Person making the amendment Relationship to the case Patent applicant name (628) Mitsubishi Motors Kogyo Co., Ltd. 4, Agent Address: 4-chome, Kyodo, SeF 11-ku, Tokyo [Detailed description of the invention in the specification No. 15-4 and drawings (1) Line 7, page 5 of the specification Delete the text after "Pump" and before "Connected" on the 9th line of the same page, and add "Rack 3".
5 is substituted with "the electromagnetic actuator 38". (2) Correct Figure 2 of the cylinder in the drawing as shown in the attached drawing.

Claims (1)

[Claims] an actuator that connects and disconnects a clutch between the engine and the transmission of the vehicle, a gear selection switch that outputs a gear shift (n'3) corresponding to the target gear in response to the driver's operation, and -11 of the gearbox. A gear position switching means for switching the meshing gear to a target gear based on the gear shift signal, a gear position sensor 4) for outputting a gear position signal corresponding to the gear position of the transmission, and an air chamber of the actuator. an opening/closing means for selectively communicating a passage for introducing working air, a first atmosphere opening passage, or a second atmosphere opening passage formed with a constriction portion to the opening/closing means, and a clutch control means for operating the opening/closing means;
A vehicle speed sensor that outputs a vehicle speed signal of the vehicle; a negative 6U sensor that outputs a load signal of the engine; a clutch disconnection sensor that outputs a clutch connection/disconnection signal;
2. 1] An engagement determining means that determines the identity of the gear position of the target transmission means and the gear position of the transmission and outputs an engagement suitability signal; When the load signal is received, the disengaged clutch is returned by a predetermined amount, and then the clutch is returned to the half-clutch state based on the aperture ratio of the aperture section described in 1-, and then the clutch is connected. An automatic transmission having a gear position switching means, a clutch control means, and a switching control means for performing a starting operation.