JPS60252829A - Automatic gear shifting system - Google Patents

Abstract

PURPOSE:To facilitate synchronism of a clutch, by a method wherein an exhaust brake is rendered inoperative through decision of operation of an exhaust brake in prior to shift a gear step. CONSTITUTION:A drive position signal from an automatic transmission lever 102, by means of which an engaging gear step is instructed, and sensing signals from various sensors, by means of which an operating condition is detected, are processed by a computer 100. An automatic clutch controlling device, which brings a clutch 14 into a disengaged state when the number of revolutions of an engine 10 is different from the number of revolutions of the output shaft of the clutch 14, brings the clutch 14 into a semi-clutched state when the two numbers of revolutions are about equal to each other, and brings it into an engaged state when they are equal to each other, and a shifting device which shifts a transmission 12 through feed and exhaust of air with the aid of an electromagnetic valve 32, are controlled by means of said processed signals. An exhaust brake is disengaged through decision of operation of the brake in prior to shift the two controlling devices by means of the computer so as to shift a gear step, and this prevents reduction in the number of revolutions of the engine, resulting in facilitation of synchronism of a clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic transmission system that performs automatic transmission by controlling an automatic clutch control device and a transmission switching device using a computer.

Recently, automatic clutch control devices and transmission switching devices have been developed separately. The clutch automatic control device is
When the engine speed and clutch output shaft speed are different, the clutch is disengaged, when both speeds approach, the clutch is set to the ratio clutch state, and when both speeds are approximately equal, the clutch is engaged. . On the other hand, the transmission switching device switches the transmission using an air actuator to which compressed air is supplied and discharged using electromagnetic pulp.

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

First of all, we will explain the clutch automatic control device already proposed by the present inventor (application for utility model registration, March 8, 1981, name of the invention: ``Vehicle clutch control device'') based on Figures 1 to 5. .

First, in the schematic diagram of FIG. 1, reference numeral 10 indicates an engine of an automobile, 12 indicates a transmission, and 14 indicates an engine 10 and a transmission 12.
16 is a clutch actuating member for controlling engagement and release of the clutch 14;
8 is operatively connected to the clutch actuating member 16, the detailed structure of which will be described later. 20 is connected to the engine 10 and is driven by the engine to generate a current that increases according to the engine speed. 22 is an accelerator pedal that controls the fuel supply to the engine 10, and 24 is connected to the accelerator pedal 22, and when the pedal is depressed, the resistance value increases as the amount of depression increases. For example, when the driver turns on the engine start switch 28 when starting the vehicle, the variable resistor 26 automatically starts the engine. A clutch switch 30, which is closed by pressing the pushbutton 28' on the panel and automatically opened by full engagement of the clutch 14, stores compressed air as the working medium to be supplied to the pressure-responsive device 18. An air tank, 32 a solenoid valve interposed between the pressure response device 18 and the air tank 30, 34 a rotation speed sensor 36 for detecting the rotation speed of the engine 10, and an output shaft of the clutch 14, that is, an input to the transmission 120. This is a trick roller that receives a signal from a rotation speed sensor 38 that detects the rotation speed of the shaft and operates the electromagnetic valve 32 when the rotation speeds of both shafts become equal (preferably when this state continues for about 1 second).

Next, referring to FIG. 2 and below, the pressure response device 18 is
The structure and operating mode of this will be explained. The pressure response device 18 is
It includes a cylinder 40 and a piston 42 slidably fitted within the cylinder, and a shaft 44 of the piston has one end pivotally connected to the clutch actuating member 16. The inside of the cylinder 40 is divided by the piston 42 into a clutch engagement side working chamber 40a and a clutch releasing side working chamber 40b, while a control valve 48 is provided in the hollow hole 46 of the piston shaft 44.
is fitted so as to be slidable in the axial direction. A compressed air supply passage 50 communicating with the air tank 30 and an exhaust passage 52 communicating with the atmosphere are provided within the control valve 48. The supply passage 50 supplies compressed air to either the clutch engagement-side working chamber 40a or the releasing-side working chamber 40b, or to either It communicates with air supply holes 50a, 50b cooperating with the air supply holes 44a, 44b of the piston shaft 44 so as not to supply compressed air.

Similarly, the exhaust passage 52 is connected to the piston shaft 40 so that either the clutch engagement side working chamber 40a or the releasing side working chamber 40b communicates with the atmosphere, or neither of them communicates with the atmosphere.
Exhaust holes 52 cooperating with upper exhaust holes 44a' and 44b'
a and 52 b. 54a and 54b are electromagnetic coils energized by the current generated by the generator 2° to move the control valve 48 to the right in the figure against the return spring 56; 58 is a hollow hole 4 in the piston shaft;
A pressure chamber is formed at the end of the valve 6 and is connected to the electromagnetic valve 32 configured as a three-way valve via a passage 60.

FIG. 2 shows the engine 10 when it is started and when it is idling, and since the rotational speed of the engine 1o is low, the electromagnetic coil 54a is connected to the generator 2o.

The current supplied to control valve 48 is correspondingly small.
is held at the neutral position by the return spring 56 and ψ. Next, when the accelerator pedal 22 is depressed to start, the rotation speed of the engine 10 increases and the electromagnetic coil 54a increases.

54b increases, and the return spring 56 is overcome, causing the control valve 48 to become energized, as shown in FIG.
moves to the right, and the compressed air in the air tank 3o flows into the supply passage 50.
Since the clutch release side working chamber 40b is communicated with the atmosphere through the exhaust passage 52, the piston 42 follows the control valve 48 and moves to the right. This rightward displacement of the piston 42 ends at a position where the rightward force in the figure applied to the control valve 48 by the electromagnetic coils 54a and 54b and the opposing leftward force of the return spring 56 are balanced, and the piston remains at that position. Stop. The right movement of the piston 42 rotates the clutch actuating member 16 via its shaft 44, and the clutch 14 is normally in a half-engaged state, which is called a half-clutch, when the engine 1 is turned.
0 and the transmission 12, and the vehicle starts moving. The accelerator pedal 22 is further depressed for acceleration after starting, and the running resistance of the vehicle changes from static resistance to rolling resistance and is greatly reduced, so the rotational speed of the engine 10 further increases by 1. Then, the electromagnetic force of the electromagnetic coils 54a, 54b increases more and more, and the control valve 48 moves further to the right, and in the same manner as described above, the piston 42, and therefore its shaft 44, moves to the right, and the clutch 14
is further urged in the direction of engagement. As a result, engine 10
When the 0 rotation speed and the rotation speed of the output shaft of the clutch 14 become substantially the same and this state continues for a set time, for example, 1 second or more, the controller 34 compares and outputs the signals from the rotation speed sensors 36 and 38, respectively. The solenoid valve 32 is opened as shown in FIG.
0 to the pressure chamber 58, the control valve 48 is forcibly pushed to the right stroke end by air pressure, and the clutch 14 is fully engaged by the piston 42, which is displaced following the control valve 48. The Rukoto. At this time, there is no particular problem even if the clutch switch 26 is closed, but it is desirable to open the clutch switch 26 as shown in the figure in order to avoid wasteful power consumption and to prevent durability deterioration due to heat generation of the electromagnetic coils 54a and 54b. Further, FIG. 4 shows a case where, immediately after the vehicle starts, the load suddenly increases due to, for example, running onto a curb, and the engine speed decreases by 100 rpm. In this case, the electromagnetic coil 5''4a.

Since the biasing force of 54b decreases and the control valve 48 is moved to the left by the return spring 56, the piston 42 follows this and moves to the left, operating the clutch actuating member 16 in the clutch release direction via the piston shaft 44. so that
Stalling of the engine 10 is reliably prevented. Furthermore, when starting on a slope, etc., the accelerator pedal 22 will naturally be strongly depressed, and the resistance of the variable resistor 24 attached to the pedal will increase, so the electromagnetic coil Since the biasing forces of 54a and 54b are reduced by the increased resistance, they are balanced with the counterforce of the return spring 56 at a higher engine speed. That is, in this case, the aforementioned half-clutch operation is performed at a higher engine speed than when starting on flat ground, so that the engine 10 can be started smoothly without stalling.

In the end, in such a latch automatic control device, (1)
When the solenoid valve 32 is de-energized and the electromagnetic filter 54& is energized, the clutch 14 is disengaged when the engine speed and the clutch output shaft speed are different, and when both speeds approach, the clutch 14 is half-opened. Put it in a clutch state. In other words, the clutch 14 is automatically connected and disconnected.

(11) Furthermore, when the solenoid valve 32 is energized, the clutch 14 is completely brought into contact.

(II+> Furthermore, the solenoid valve 32 and the solenoid coil 54a.

When both 54b are de-energized, the clutch 14 is disengaged.

The transmission switching device includes an air actuator that moves the transmission in the shift direction, a shift booster made of electromagnetic pulp that supplies and discharges compressed air to and from the air actuator, an air actuator that moves the transmission in the select direction, and the air actuator. On the other hand, it consists of a select booster, which is a solenoid valve for supplying and discharging compressed air. The shift direction and select direction referred to herein refer to the direction of arrow A as the shift direction and the direction of arrow B as the select direction in FIG. 6, which shows gear shifts and turns. In Fig. 6, N is neutral, R is reverse gear, and 1, 2, 3, and 4.5 are 1st and 2nd gears, respectively.

Each gear stage of 3rd gear, 4th gear, and 5th gear is shown. This transmission switching device has already been put into practical use as a bus transmission.

By the way, the above-mentioned automatic clutch control device and transmission switching device have only been used individually, and there has been no desire to use them together. In other words, when it is desired to reduce the clutch operation, an automatic clutch control device is used, and when it is desired to reduce the switching operation force of the transmission, a transmission switching device is used.

In view of the above-mentioned circumstances, an object of the present invention is to provide an automatic transmission system that performs automatic transmission by organically controlling an automatic clutch control device and a transmission switching device using a computer. To achieve this object, the present invention determines whether the exhaust brake is operating or not, and determines whether or not the exhaust brake is in operation before switching the clutch automatic control device and the transmission switching device according to a computer command in order to change gears. The exhaust brake is released when the brake is in operation.

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

FIG. 7 shows an embodiment of the invention. In the figure, 10 is an engine, 12 is a transmission, 14 is a clutch, 16 is a clutch operating member, 18 is a pressure response device, 20 is a generator, 22 is an accelerator pedal, 24 is a variable resistor, and 26 is a clutch. The switches are similar to those shown in 28, a starting switch, 30 an air tank, and 32 a solenoid valve. Furthermore, in this embodiment, a driver 100, an automatic gear shift lever 102, a transmission switching device 104,
An electromagnetic coil switch 106 is provided. Of these, the automatic gear shift lever 102 sends a drive position signal to the computer 100 to command the gear position to be engaged. Further, compressed air is sent to the transmission switching device 104 from the air tank 30, and the computer 1
The shift booster or select booster operates according to a command from 00 to change the gear stage of the transmission 12.

The opening and closing of the electromagnetic coil switch 106 is controlled by computer 1000 commands. Furthermore, the computer 10'0 is
When the engine rotation speed and the transmission output shaft rotation speed become approximately equal, the solenoid valve 32 is energized, and
Controls the electronic governor and exhaust brake of the engine 10. The computer 100 includes a clutch switch 26, an engine speed sensor, an accelerator opening sensor, a parking brake switch, an accelerator switch, an acceleration sensor,
Signals indicating the status of each part are inputted from an automatic shift lever position sensor, a transmission gear stage sensor, a foot brake switch, a vehicle speed sensor, a load sensor, an IP pressure sensor, and an exhaust brake switch.

The automatic transmission lever 102 will now be explained with reference to FIG. FIG. 8(a) is a front view, and FIG. 8 (noodles indicate shift decisions. As shown in these figures, the automatic gear shift lever 102 is in drive position D1, neutral position N1, shift up position 5HIFT UP,
When the shift down position 5HIF'r DOWN is shifted to the drive position D having the rear position R, a command is issued to enter the optimum forward gear according to the driving condition. It is placed in neutral position N.

= A command is issued to enter neutral gear. When the shift up position 5HIFT UP is entered, a command is issued to forcibly raise the current gear by one gear. When the shift down position 5HIFT DG~ is engaged, a command is issued to forcibly lower the current gear by one gear. When the vehicle is placed in rear position R, a command is issued to enter the rear gear. Note that if you release your hand from the lever while it is in the upshift position 5HIFT UP or downshift position 5HIFT DOWN, the lever automatically returns to drive position D by the force of the spring.

Next, control by the computer 100 will be explained. Note that in each flowchart, the numbers in parentheses correspond to the numbers prefixed to the explanatory text.

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

(1) When the power switch is turned on, computer 1
00 is the engine speed NB s, the opening degree α of the accelerator pedal 22 (α=10 when fully open), the vehicle speed v1 acceleration γ, the automatic gear shift lever 1020 engagement position, the gear stage of the transmission 12, the foot brake switch signal, Read the air pressure P1 of the load L1 air tank 30, the clutch switch 26 signal, the parking brake switch signal, the accelerator switch signal, and the exhaust brake switch signal.

(2) Determine whether or not the foot brake is depressed. If not, set the flag in the combinator 100 to 0 and clear the vehicle speed V read into the memory. This is done for the speed change control described in (2) below.

(3) It is determined whether the air pressure P in the air tank 30 is equal to or higher than the specified air pressure Pa, and if it is lower than the specified air pressure, a buzzer or lamp is activated. Specified air pressure P Next (
Proceed to judgment 4).

(4) It is determined whether the rotation speed NB of the x/son 10 is equal to or higher than the idling f rotation speed NE1, and if it is lower than the idling rotation speed NB i, the engine stop control (2) is performed (details will be described later). Aitorifugu rotation speed NF
If it is greater than or equal to li, the process moves to the next determination (5).

(5) It is determined whether the vehicle speed ■ is V≧3 km/h, and if it is V (3 km/h), the start/stop control (details will be described later) of ■ is performed.

■If ≧3 km/h, proceed to the next determination (6).

(6) Determine whether the automatic gear shift lever 102 is in the rear position R, and if the rear position is R, activate a warning buzzer.The driver hears this alarm and shifts the automatic gear shift lever 102 to the neutral position N. throw into. On the other hand, if the vehicle is not in the rear position R, the process moves to the next determination (7).

(7) Determine whether the position of the automatic gear shift lever 102 is at the neutral position N. If the position is neutral, proceed to the next determination (8); if not, proceed to the next determination (9) Move to.

(8) ) Determine whether the gear position of the transmission 12 is neutral N, and if not neutral N, issue a command to shift to neutral/I/N and perform the shift operation control (details will be described later) in ■. conduct. On the other hand, if the state is in neutral N, the electromagnetic coil switch 106 continues to be turned on and the electromagnetic coils 54a and 5 in the pressure response device 18
Continue to excite 4b. Therefore, the clutch is automatically controlled.

(9) Determine whether or not there is an instruction to change the forced shift, and if there is an instruction, perform the forced shift control (■) (details will be described later). On the other hand, if there is no instruction, the process moves to the next determination of αq.

αQ Determines whether or not the accelerator switch is turned on, that is, whether the accelerator is depressed. When the accelerator is depressed (when the accelerator switch is ON), the gear shift control shown in ■ (details will be described later) is performed. , Axel caught <j! ! When the accelerator switch is not turned off (when the accelerator switch is OFF), the gear shift control shown in ■ is performed (details will be explained later).
Do the following.

Among the above-mentioned controls, the key point of the present invention is the shift operation control (1) and the shift operation control (2) and (2) described later.

Next, each subroutine will be explained.

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

(1) This subroutine is entered when the rotational speed NE of the engine 10 is smaller than the idle link rotational speed NEi. In other words, this subroutine is entered when the engine 10 is stopped.

(2) Read the starter switch signal (3) Determine whether the starter switch is turned on (ON). When the power is turned on, the start/stop control (described later) is performed. On the other hand, when the engine is turned on, that is, when the driver is trying to start the engine, the process moves to the next step (4).

(4) Determine whether the clutch switch 26 is turned on (ON). When the clutch switch 26 is not turned on, that is, when the clutch 14 is in the engaged state, the process moves to the next step (5). When the clutch switch 26 is turned on, that is, when the clutch 14
When it is in the off state, the process moves to the later determination (7).

(5) Determine whether the automatic gear shift lever 102 is in the neutral position N and enter the eco-utility position N! K,,,X f
i-# @ M t' OFF K L "C:c >
−／ ＞ )! Do not let X start. If the vehicle is in the neutral position N, the process moves to the next determination (6).

(6)) Determine whether the transmission 12 is in neutral N. Turn off the starter circuit when it is not in neutral N! Do not start the engine.

If the neutral NIC is on, move on to the next determination (7).

(7) Turn on the nog-king brake switch.
), that is, whether the parking brake is applied.

When the main brake is not applied, the starter circuit is turned off and the engine does not start. When the nog-king brake is applied, the starter circuit starts the 0NKL engine.

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

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

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

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

(3) Determine whether the gear position of the transmission 12 is rear R. If the transmission 12 is in the rear position, the electromagnetic fill switch 106 is held ON and the electromagnetic fills 54a and 54b of the pressure response device ff12B are energized. Then, the clutch is automatically controlled, and when the engine speed and the clutch output shaft speed are different, the clutch 14 is in a disengaged state, and when the two speeds approach, the clutch 14 is in a half-engaged state. On the other hand, when the transmission is in the rear position, a command is issued to shift to the rear R position, and the shift operation control shown in (3) is performed.

(4) Determine whether the automatic gear shift lever 102 is in the downshift position 8HIF'rDO%vN. When the shift down position is entered, the process moves to the next determination (5). If the shift down position is not reached, the process moves to the next step (6).

(5) Determine whether the gear stage of the transmission 12 is the first gear. When the vehicle is in first gear, the electromagnetic fill switch 106 is held ON to perform clutch automatic control.

If it is not in 1st gear, a command is issued to shift to 1st gear, and the shift operation control shown in (2) is performed. By forcing the vehicle into first gear in this manner, engine braking can be eliminated.

(6) Determine whether the automatic transmission lever 102 is in the shift up position 5HIF'l' UP. When the shift-up position is reached, the process moves to the next determination (7). If the shift-up position is not reached, the process moves to the next step (8).

(7) Determine whether the gear position of the transmission 12 is 3rd speed. When the vehicle is in third gear, the electromagnetic coil switch 106 is held ON to perform clutch automatic control.

If the gear is not in the third gear, a command is issued to shift to the third gear, and the shift operation control shown in (2) is performed. By forcing the vehicle into third gear in this manner, it is possible to improve fuel consumption at the time of starting.

(8) Automatic gear shift lever 102 is in drive position D
Determine whether it is included. Dora,, 4′″
″″“＞DIIC)s-)tl'lx6&*K)*&0
Proceed to determination (9). If the drive position D is not reached, the process moves to the next step (2).

(Determines whether the gear of the transmission 12 is in 2nd gear. If it is in 2nd gear, the electromagnetic coil switch 106 is held ON and K to perform clutch automatic control. If it is not in 2nd gear, the clutch is automatically controlled. A command is issued to shift the vehicle to the second speed, and the shift operation control shown in (3) is performed.If the automatic shift lever 102 is placed in the drive position D in this way, the vehicle will start in second gear as in a normal start.

αq Determine whether the transmission 12 is in neutral N. If the vehicle is in neutral, the electromagnetic coil switch 106 is held ON to perform clutch automatic control. If it is not in neutral, it issues a command to shift to neutral and performs the gear shifting operation control shown in (■).

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

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

(2) First, it is determined whether the exhaust brake is operating, and if the exhaust brake is operating, the exhaust brake is released. The reason for this is that, as described below, the clutch 14 is always disengaged when shifting gears, so if the exhaust brake is applied at this time, the rotational speed of the engine whose exhaust gas is being suppressed will drop, causing the clutch 14 to disengage. This is because it becomes difficult to synchronize, and the clutch 14
This is because if it is turned off, the exhaust brake itself will not work.

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

(4) Turn off the electromagnetic coil switch 106 to de-energize the electromagnetic filters 54a, 541) of the pressure response device M18, and de-energize the solenoid valve 32 so that compressed air does not flow through this solenoid valve 32. do. Then, the clutch 14 becomes disengaged. (5)) The shift booster and select booster of the transmission switching device 104 are operated to shift to the command gear.

(6) Turn on the electromagnetic coil/L/106 to excite the electromagnetic coils 54a and 54b. Then, when the engine speed and the torque output shaft speed get close, the clutch becomes half-clutched.
- Furthermore, when both rotational speeds become substantially equal, the clutch 14 becomes completely engaged.

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

(1) This subroutine is entered when the vehicle speed is 3kJR/h or higher and there is an instruction to force a shift change. (2) The automatic gear shift lever 102 is in shift up position 5HIF.
'r UP or downshift position 5
Determine whether it is in HIFT DOWN. If the shift-up position is entered, the process moves to the next step (3), and if the shift-down position is entered, the next step (4) is determined.
Let's move on to the judgment.

(3) Determine whether the current gear is the highest gear,
If it is not the highest gear, it is determined whether or not the engine speed NE at which the current gear is shifted up by one step is less than or equal to NE≦600, that is, the idling speed or less. If the idling speed is exceeded, a command to shift up one gear from the current shift gear is issued and the shift operation control program (2) (described later) is executed.

(4) Determine whether or not shifting down one gear from the current gear will cause overreg. When there is no overregistration, a command is issued to downshift by one gear from the current shift gear, and the shift operation control program (2) (described later) is executed.

On the other hand, when overregulating occurs, the process moves to the next determination (5).

(5) When overregistered, a timer starts operating, and this timer is reset 1 second after activation. Therefore, it is determined whether the timer is operating when an overreg occurs. If the timer is operating, shift down one gear from the current shift gear. If you run the shifter in this way, it will overregulate, but the downshift time is while the timer is running, which is 1 second, so there is less of a burden on the engine. On the other hand, when the timer is not operating, the timer is activated immediately, and when the timer is operating, the driving axis buzzer is activated.

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

(1) When the vehicle speed is 31 an/h, turn the automatic gear shift lever 1 on
This subroutine is entered when 02 is in drive position D and the accelerator is further depressed.
In this routine, the accelerator opening degree is indicated by α, and when it is fully open, α = 10, and when it is fully closed, α = 0. It is determined whether the rotation speed is lower than the low range rotation speed of several ranges. When it is low, the following (
Proceed to the determination of 3), and if it is high, proceed to the later determination of (4).

(3) Determine whether the current gear is 1st or 2nd gear. When in 1st or 2nd gear, both the solenoid valve 32 and electromagnetic coils 54a and 54b of the clutch automatic control device are turned on to maintain the current gear.When it is not in 1st or 2nd gear, the engine rotational speed is changed relative to the current vehicle speed V. Select a higher gear from among the gears where Nle satisfies 606+60α≦NK≦800+90α, issue a command to shift to the selected gear, and execute the shift operation control program (■)0(4) Engine rotation Number 1'JE is l
It is determined whether 'JE≧1000+120α, that is, whether the rotation speed is higher than the high rotation speed in the normal rotation speed range. When it is low, both the solenoid valve 32 and the solenoid coils 54a and 54b of the clutch automatic control device are turned on.
to maintain the current gear. If it is high, the process moves to the next determination (5).

(5) Determine whether the current gear is the highest gear.

If it is the top stage, the solenoid valve 32 and the solenoid coil A154a, 5
Turn on both 4b and maintain the current gear. “If it is not the top gear, issue a command to shift up one gear from the current gear, and execute the shift operation control program (2).

After all, the control of this shift control subroutine can be shown in FIG. In other words, in FIG. 15, the horizontal axis is the engine speed NIC, and the vertical axis is the accelerator opening degree α.
This is to shift the gear so that it enters the normal rotation range shown in the figure. When the engine enters the low rotational speed region (2), the gears are shifted down so that the normal rotational speed #I is reached, and a higher gear is selected. Also, when entering the high rotation speed region■, shift up one step,
Ultimately, the engine speed is controlled to fall within the normal rotation speed range. The threshold value used in this control is 600+60α, 8
00+90α.

1000+120α is changed depending on the load. For example, for a heavy load, set the above thresholds to 800+60α,
1000+9 (1,1200+120α). By doing this, smooth running can be achieved according to the loaded weight.

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

(1) Automatic gear shift lever 1 when vehicle speed is 31 an/h or higher
02 is in drive position D and the accelerator is not depressed at all, this subroutine is entered. In this subroutine, acceleration is indicated by γ, and there is a relationship of γ2<γ, <0.

(2) Determine whether acceleration γ is γ>0.

When γ≦0, that is, the vehicle is decelerating, the process moves to the next determination (3).

(3) Determine whether the foot brake switch is ON, that is, whether the foot brake is depressed.

When the foot brake is not depressed, the process moves to the next determination (4), and when the foot brake is depressed, the process moves to the subsequent determination (5).

(4) Whether li”lag is 1, that is, if 7
Determine whether the brake was depressed.

When the 7-stroke brake was previously depressed, the engine speed NE is 600≦NE≦10 with respect to the current vehicle speed V.
The gear position will be 00 (□), issue the downshift command, and execute the shift operation control program (■).In other words, the accelerator is not depressed and the gear is decelerating.
Previously, the foot brake was depressed, but at present, when the foot brake is depressed, a command is given to downshift to a gear where 600≦NE≦1000. on the other hand,
If the foot brake has not been depressed before, the process moves to the next step (7). Conversely, when the accelerator is not depressed, the vehicle is decelerating, and the foot brake is not continuously depressed including the current moment, for example, when the vehicle is climbing a slope, the process moves to determination (7).

(5) Determine whether plug is 1. Flag
When the flag is not 1, the flag is set to 1 and the vehicle speed at this time is stored. When the flag becomes Flagl, the process moves to the next determination (6).

(6) Determine whether acceleration γ is γ<γ.

When γ≧γ, that is, slow deceleration, the process moves to the next determination (7). When γ<γ1, the process moves to the later determination (8).

(7) Determine whether the engine rotation speed NE is NE≦800, and if NE≦800, the current shift speed
Issue a command to downshift and execute the gear shift operation control program (3).

Conversely, when the accelerator is not depressed and the vehicle is decelerating, the 7-stroke brake is depressed and the engine is decelerating slowly, and the engine speed is below the lower limit of the normal rotation speed range, or when the foot brake is is not pressed, the foot brake has not been pressed before, and the engine speed is below the lower limit of the normal speed range.
The automatic clutch control device and transmission switching device are controlled to lower the current gear by one gear.

(8) Determine whether the acceleration γ is less than γ.

When γ is less than γ2, that is, when there is a sudden deceleration, the process moves to the next determination (9). When γ〉γ, that is, γ2
If ≦γ≦γ1 and the deceleration is normal, the process moves on to the determination of the next sequence.

, (9) The vehicle speed MV stored in the memory is My≧15. t
711/h. Mv〈1 in 15
If the speed is n/h, a command is issued to shift to 2nd speed, and the shift operation program (3) is executed. Conversely, if the accelerator is not pressed and the car is decelerating, but the foot brake is pressed and the car is decelerating suddenly, and the vehicle speed is slower than the predetermined speed, the NiClutch Auto will shift the gear to 2nd gear. It controls the control device and transmission switching device. On the other hand, when Mv≧1 sb/h, the process moves to the next step (b).

αq Determine whether engine speed Ng is equal to or lower than id, /I/speed. When the number of revolutions exceeds the idle speed, the process moves to the next step α〃, and when the number of revolutions falls below the idle speed, the process moves to the next step (2).

Ql,l Both the electromagnetic valve 32 and electromagnetic coils 54a and 54b of the clutch automatic control device are turned on to forcefully connect the clutch 14. This activates engine braking. Conversely, when the accelerator is not depressed and the vehicle is decelerating, the foot brake is depressed and the vehicle is suddenly decelerating and the vehicle speed is faster than the predetermined speed, or the foot brake is being depressed and the vehicle is decelerating normally. At the same time, when the engine speed exceeds the idling speed, the automatic clutch control device is controlled to keep the clutch engaged.

(2) Electromagnetic coil 54a of the clutch automatic control device.

54b is turned ON to automatically control the clutch, and when the rotation speed drops below the idle speed, the clutch is disengaged to prevent the engine from stalling. Conversely, when the accelerator is not pressed and the engine is decelerating, the foot When the brake is depressed and the engine is normally decelerating and the engine speed is below the idling speed, the automatic clutch control device is controlled to disconnect and connect the clutch to prevent the engine from stopping.

i Referring to Fig. 17, set the gear shift operation control program. , will be explained.

(1) When the gear stage is to be shifted up or there is a possibility of shifting up, start from ■, and when downshifting, start from ■.

(2) When starting from (2), it is determined whether overrevving occurs when the commanded shift stage is selected. When there is no over-revving, the process moves to the next determination (3).

(3) Determine whether the exhaust brake is operating,
Release the exhaust brake if it is activated. This is done because the clutch 14 is always disengaged when shifting gears, as described below.
This is because if the exhaust brake is applied at this time, the rotational speed of the engine whose exhaust gas is being suppressed will drop, making it difficult to synchronize the clutches, and if the clutch 14 is disengaged, the exhaust brake itself will not work.

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

(5) Both the electromagnetic valve 32 and electromagnetic coils 54a and 54b of the clutch automatic control device are turned off to disengage the clutch 14.

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

(7)) Activate the shift booster of the transmission switching device TO4 to put the transmission 14 in neutral.

(8) Turn on both the solenoid valve 32 and the solenoid #54a, 54b to bring the clutch 14 into the engaged state.

This has the same effect as a double clutch.

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

αq Both the electromagnetic valve 32 and the electromagnetic coils 54a and 54b are turned off to disengage the clutch 14.

Ql) Activate the shift booster to put the transmission 14 into the commanded gear.

@Stop electronic governor control.

@Turn on the electromagnetic filters 54a and 54b to perform clutch automatic control. As a result, the clutch changes from disengaged to partially latched to engaged.

As specifically explained above in conjunction with the embodiments, according to the present invention, automatic gear shifting can be realized.

[Brief explanation of the drawing]

Figure 1 is a configuration diagram showing the clutch automatic control device, Figures 2-
Fig. 5 is a configuration diagram showing the pressure response device, Fig. 6 is an explanatory diagram showing a gear shift pattern, Fig. 7 is a configuration diagram showing an embodiment of the present invention, and Fig. 8 (a) shows an automatic gear shift lever. The front view, FIG. 8(1)) is an explanatory diagram for explaining the shift position, FIG. 9 is a flowchart showing the main routine of this embodiment, and FIG. 10 is a flowchart showing the engine stop control subroutine. , FIG. 11 is a flowchart showing the start/stop control subroutine, FIG. 12 is a flowchart showing the shift operation control subroutine, FIG. 13 is a flowchart showing the forced shift control subroutine, and FIG. 14 is a flowchart showing the shift control subroutine. FIG. 15 is an explanatory diagram showing each rotational speed range based on vehicle speed and accelerator opening degree, FIG. 16 is a flow diagram showing a shift control subroutine, and FIG. 17 is a flow diagram showing a shift operation control program. In the drawings, 10 is an engine, 12 is a transmission (transmission), 14 is a clutch, 18 is a pressure response device, 30 is an air tank, 32 is a solenoid valve, 54a and 54b are electromagnetic coils, 100 is a computer, and 102 is an automatic 104 is a transmission switching device, and 106 is an electromagnetic coil switch. Patent Applicant 1.1 Mitsubishi Motors Corporation Agent Company ff1 - Ishi9 Shibe (and 1 other person ~) Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 (a) (b)

Claims (1)

[Claims] A computer processes the drive position signal from the automatic gear shift lever that commands the engaged gear and the sensing signals from each sensor that detects the operating state, and based on the processing results, the computer adjusts the engine rotation. Automatic clutch control that disengages the clutch when the number of rotations and the clutch output shaft rotation speed are different, puts the clutch in a half-clutch state when both rotation speeds approach, and then closes the clutch when the rotation speeds are approximately equal. and a transmission switching device that switches the transmission using an air actuator to which compressed air is supplied and discharged by electromagnetic pulp. The present invention is characterized by determining whether or not the exhaust brake is operating before switching the control device and the transmission switching device according to instructions from a computer, and releasing the exhaust brake when the exhaust brake is operating. automatic transmission system.