JPS6280341A - Speed change control of automatic transmission - Google Patents

Abstract

PURPOSE:To permit the automatic selection of the optimum speed change stage which corresponds to the traveling state of a car and with which low fuel consumption can be achieved, by electronically controlling the driving system such as a frictional clutch and a fear type transmission of a large-sized truck, etc. through an actuator and a gear position selecting means. CONSTITUTION:A frictional clutch 15 is operated through a clutch actuator 33 by a controller 71, and a frictional force supplied from a Diesel engine 11 to a gear type transmission 17 is transmitted or cut off. Further, though the controller 71 transmits the driving power with little speed change shock by controlling the operation characteristic of the clutch actuator 33, a gear position selecting means 65 is operated by the controller 71, interlocked with the operation of the frictional clutch 15, and the gear position which permits the traveling of a car and the least fuel consumption is automatically selected. This speed change operation is carried out on the basis of the driver's intention and the traveling condition of the car which is previously set.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present N tt electronically controls the friction clutch interposed between the engine and the transmission via an actuator, and also adjusts the meshing position of the transmission to the gear position. The present invention relates to a speed change control method for an automatic transmission that is electronically controlled via a switching means.

<Conventional technology> In recent years, automatic transmission devices that can automatically select the gear position according to the driving conditions of the vehicle have been developed in order to reduce the burden of driving operations on the driver of large freight vehicles, passenger cars, etc. It is considered.

Conventional automatic transmissions are aimed exclusively at small passenger cars, and have a fluid reverse mechanism such as torque converter interposed between the engine and the planetary gear type transmission, and the planetary gear type uses pressure oil as the control medium. A type of transmission equipped with gear position switching means is common.

<Problems to be solved by the invention> In developing automatic transmission devices for large freight vehicles, etc., it is important to avoid expensive torque converters, etc., since the number of vehicles produced is significantly smaller than that of passenger cars. Designing a new one is extremely disadvantageous in terms of cost, and it is desirable to use the existing drive system, including friction clutches and transmissions, as is, including existing production equipment.

Based on this knowledge, the present invention provides a shift control method for an automatic transmission that can automatically achieve smooth shift operation through electronic control using a conventional drive system as is, and achieve low fuel consumption of the vehicle. The purpose is to

Means for Solving the Problems> The speed change control method for an automatic transmission according to the present invention includes a friction clutch connected to an engine, a clutch actuator for operating the friction clutch, and a gear type transmission that uses the fili friction clutch. , a gear position switching means for switching the gear position of the gear type transmission, and a control device for controlling the operation of the clutch actuator and the gear position switching means based on the driver's intention and the driving conditions of the vehicle. In an automatic transmission system equipped with an automatic transmission, the running resistance of a running vehicle is determined from the driving force of the engine and the acceleration of the vehicle, and the gear position at which the vehicle can run at the running resistance is determined from the preset vehicle running performance. The gear position having the lowest fuel consumption among the gear positions is determined based on the equal fuel consumption characteristics of the engine, and the gear position switching means is operated by the control device to shift the gear position of the gear type transmission to the determined gear position. It is characterized by switching in stages.

Function> The w1 friction clutch is operated by the control device via the clutch actuator, and transmission of driving force from the engine to the gear type transmission is interrupted. In addition, the control device controls the operating characteristics of the clutch actuator to transmit driving force with less shift shock, but in conjunction with the operation of the friction clutch, the control device operates the gear position switching means, which prevents the vehicle from traveling. The gear position that is possible and has the lowest fuel consumption is automatically selected. This speed change operation is performed based on the driver's intention and preset driving conditions of the vehicle.

Embodiment Example As shown in FIG. 1, which shows the concept of an embodiment of an automatic transmission device that realizes the speed change control method of the present invention, this automatic transmission device is used for a diesel engine (hereinafter simply referred to as engine).
11 and a gear type transmission 17 that receives the rotational force of the output shaft 13 via a mechanical friction clutch (hereinafter simply referred to as a clutch) 15. engine 1
A fuel injection pump (hereinafter simply referred to as injection pump) 21 is attached to the fuel injection pump 1 and has an input shaft 19 that rotates at a rotation speed of 1/2 of the rotation speed of the output shaft 13. An electromagnetic actuator 25 is connected to the rack 23, and an engine rotation sensor 27 is connected to the input shaft 19, which outputs a rotation speed signal of the output shaft 13 of the engine 11.
is attached. Clutch 15 is flywheel 29
(On the other hand, when the clutch plate 31 is pressed into contact with a well-known clamping means (not shown) and the a cylinder 33, which acts as a clutch actuator, shifts from a non-operating state to an operating state, the clamping means operates in the releasing direction, and the clutch 15 The state changes from the connected state to the disconnected state (the disconnected state is shown in Fig. 1).The Clara 'f15 is equipped with a clutch stroke sensor 35 that detects the disconnected state or connected state of the clutch 15 from the clutch stroke amount 1. Although it is installed, a clutch touch sensor 3 is installed instead.
7 may be used. In addition, the input shaft 3 of the gear type transmission 17
9 is a clutch rotation speed sensor 41 that outputs a signal of the rotation speed of this input shaft 39 (hereinafter referred to as clutch rotation speed).
is attached. An air passage 43 is connected to the air cylinder 33, which is connected via a check valve 45 to a pair of air tanks 47 and 49 as a high-pressure air source.

In the middle of the air passage 43, a solenoid valve 51 as an opening/closing means for duty-controlling the supply of working air, a duty-controlled normally open solenoid valve 53 for opening the inside of the air cylinder 33 to the atmosphere, and A solenoid valve (not shown) of a type that closes when energized is installed to open the air cylinder 33 to the atmosphere only when the vehicle is running, and by controlling the opening and closing of these three solenoid valves 51 and 53, the engagement and engagement of the clutch 15 and the duration of the engagement are controlled. is now being done. Of the pair of air tanks >747.49, one of the air tanks 49 is for emergency use, and when there is no air in the main air tank 47, the solenoid valve 5
Air sensors 57 and 59 are attached to these air tanks 47 and 49 to output an ON signal when the internal air pressure falls below a specified value. To change the gear position of the gear type transmission 17 that achieves each gear, the driver operates the change lever 61 to a gear 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, a gear shift unit 65 as a gear position switching means is operated to switch the gear position to a target gear position corresponding to the shift pattern and display the gear position on a gear position indicator 67. That's what I do. Here, R indicates reverse gear, and N
and N indicate neutral, 1, 2, 3, 4°5 indicate the respective designated gears, DP, D indicate any automatic gear from 2nd to 7th gear, and "P-" ! When the range is selected, the optimum gear position determination process described below will change the range from 2nd to 7th gear.
The speed is automatically determined based on the vehicle's driving conditions. Furthermore, Fig. 3 (a) shows the shift ranges of D2, which is a powerful automatic gear, and Hemorrhoid, which is an economy automatic gear.
), [b), the shift ranges are different for upshifts and downshifts, and the shift timing for 2nd to 7th gears is better in the D2 range in order to cope with high vehicle loads. It is set on the high speed side. Furthermore, when the driver depresses the brake pedal 69 or operates an exhaust brake device (not shown), different pre-programmed shift maps are selected accordingly, which rarely happens. Three shift maps are prepared for each range and remaining range.

The gear shift unit 65 is a control unit 7
A plurality of solenoid valves (the first
(Only one is shown in the figure) 73 and these solenoid valves 73
It has a pair of power cylinders (not shown) to which high-pressure operating air is supplied from the air tank 47 (49) through the air tank 47 (49) to operate the select fork and shift fork (not shown) of the gear type transmission 17. Operate and select the power cylinders according to the operating signals provided.

It operates to change the meshing mode of the gear type transmission 17 in the order of shifts. Furthermore, gear position switches 75 are attached to the gear shift unit 65 as gear position sensors that detect the positions of each gear, and gear position signals from these gear position switches 75 are output to the control unit 71. Furthermore, a vehicle speed sensor 79 is attached to the output shaft 77 of the gear type transmission 17 to generate a vehicle speed signal, and the accelerator pedal 81 generates a resistance change according to the amount of depression of the accelerator pedal 81 as a voltage value. An accelerator load sensor 85 is attached which converts the signal into a digital signal using a converter 83 and outputs the signal. The brake pedal 69 is equipped with a brake sensor 8 that outputs a high-level brake signal when the brake pedal 69 is depressed.
7 is attached to the engine 11, and a starter 89 is attached to the engine 11, which starts the engine 11 by meshing with a ring gear on the outer periphery of the flywheel 29 in a timely manner, and the starter relay 91 is connected to the control unit 71. In addition, the reference numeral 93 in the figure indicates a microcomputer that is attached to the vehicle separately from the control unit 71 and performs various vehicle controls. etc. This microcomputer 93 gives an operating signal to the electromagnetic actuator 25 of the injection pump 21, and controls the increase/decrease in the rotation speed of the output shaft 13 of the engine 11 (hereinafter referred to as engine rotation speed) by increasing/decreasing the fuel. . The engine speed is increased or decreased in accordance with the output signal from the control unit 71 as an engine speed increase/decrease signal.

The control unit 71 is a microcomputer dedicated to the automatic transmission, and is composed of a microprocessor (hereinafter referred to as CPU) 95, a memory 97, and an interface 99 as an input signal processing circuit.

The input port 101 of the interface 99 has
The above-mentioned gear selection switch 63, brake sensor 87, accelerator load sensor 85, engine rotation sensor 27, clutch rotation speed sensor 41, gear position switch 75, vehicle speed sensor 79, and clutch touch sensor 37 (clutch 1
5), the clutch stroke sensor 35, the air sensor 57. is input. The slope start assist switch 103 is used to activate a system (hereinafter referred to as AUS) that prevents the vehicle from moving backward when starting the vehicle on an uphill slope, and controls the supply of air to the air master 109 of the wheel brake 107. The vehicle is started while being controlled via a solenoid valve (hereinafter referred to as MVQ) 111, and this control of MvQll is performed by the control unit 71. Also, 1st speed start switch 1
05 is for achieving a 1st speed start in the DP range or D8 range.By turning this on, a 1st speed start is performed in automatic shift operation. on the other hand,
Output 1 and port 113 are connected to the above-mentioned microcomputer 93, starter relay 91, and solenoid valve 53.73°1.
11 and cut valve 51, respectively, and output signals can be sent to these. In addition, the reference numeral 115 in the figure is an air warning lamp that lights up upon receiving an output from a drive circuit (not shown) when the air pressure in the air tank 47, 49 does not reach the set value, and 117 indicates the amount of wear on the clutch 15. This is a French warning lamp that lights up in response to the output when the specified value is exceeded.

The memory 97 is a read-only ROM in which programs and data shown as flowcharts in FIGS. 5 to 9 are written.
It consists of a RAM that can be used for both reading and writing. That is,
In addition to the above program, the duty rate α of the solenoid valve 53 corresponding to the value of the accelerator load signal is previously stored in the ROM as a map as shown in FIG. 4, and the corresponding value is determined by referring to this map as appropriate. read out. The gear selection switch 63 described above outputs a select signal and a shift signal as a gear change signal, but the gear position corresponding to a pair of combinations of these signals is stored in advance as a data map, and the select signal and shift signal are stored in advance. When receiving the map, it refers to this map and outputs a corresponding output signal to each electromagnetic valve 73 of the gear shift unit 65 to adjust the gear position to the target gear position corresponding to the gear shift signal.

In this case, the gear position signal from the gear position switch 75 is output when the gear shift is completed, and the select signal and the shift signal are output.
It is used to determine whether all gear position signals corresponding to the number have been output, and to issue a signal indicating whether the meshing is normal or abnormal. Furthermore, when a target gear exists in the D2 range or the hemorrhoid range, the ROM contains information in Figure 3 +a) and (b) for determining the optimum gear based on vehicle speed, accelerator load, and engine rotation signals. A shift map like the one shown is also memorized.

Here, the speed change control procedure of this embodiment will be explained based on FIGS. 5 to 9.

As shown in FIG. 5, the program starts (and then the control unit 71 clears the memory etc. and if the clutch 15 is connected at the normal pressure and in the normal state, the clutch 15 is disengaged to some extent from this position and the vehicle After the initial setting for reading dummy data at the half-clutch position where the drive wheels transition from the rotating state to the stopped state (hereinafter referred to as the LE point), the start process begins and the vehicle speed signal is output after the start process is completed. and input the clutch rotation speed signal.

If the value of the vehicle speed signal exceeds 4 km/h, shift processing is performed, and if it is below 4 km/h, it is determined whether the gear position is N or not. When the gear position is N, the Rev pilot lamp for reverse display (not shown) is turned off and the start process is performed, and when the gear position is other than N, the clutch rotation speed is N.

It is determined whether L is below a specified value. Clutch rotation speed N.

If L is less than the specified value, the Rev pilot lamp is turned off, a start process is performed, and the clutch rotation speed is set to N. If L exceeds the specified value, it is assumed that the vehicle speed exceeds 4 km/h, and the speed change process is performed.

In the starting process shown in FIG. 6 (al, fbl), a signal representing the engine rotational speed is input, and it is determined whether the value is within the stop range of the engine 11. If the engine 11 is stopped, the clutch 15 is activated at the time of starting. In other words, if the flag (IFLG) is 1, it is determined that the LE point has been corrected at the time of startup. 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 approximately constant, and the clutch 15 is smoothly connected regardless of the state of the vehicle. If it is determined that the flag HFLG is not 1, a 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 process proceeds to the CHANGE routine. or,
If it is determined that the engine 11 is stopped and the flag HFLG=1, the process proceeds to the CHANGE routine. On the other hand, if the engine 11 is not stopped, the flag HFLG is cleared to turn off the starter enable relay (not shown), and a check is made to check whether the air in the main air tank 47 and the emergency air tank 49 has reached the specified pressure. Check. Air warning lamp 1 when the air reaches the specified pressure
15 is turned off to complete the startup process. If the air has not reached the specified pressure, the air warning lamp 115 is turned off, and it is determined whether the change lever 61 has been moved from a position other than N to N.

If it is determined that the change lever 61 has been changed to N from a position other than N, the process proceeds to the CHANGE routine, and if it is determined that the change lever 61 has not been changed to N from a position other than N, the engine rotation is 1dN, (7) value. It is determined whether or not the engine 11 is within the stop range.

In the CHAN and GE routines, 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 judge. If 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, it is determined whether or not the position of the change lever 61 and the gear position are the same.If the shift signal and the gear position signal are the same, the target gear position (D, DP range) specified by the select signal is selected. If there is
It is determined whether the gear position of the gear type transmission 17 matches the gear position (preset, for example, to 2nd speed). When the air in the emergency air tank 49 reaches the specified pressure,
After turning off the air warning lamp 115 and turning on the solenoid valve 55 of the emergency air tank 49, it is determined whether the position of the change lever 61 and the gear position are the same.

On the other hand, if 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 and the gear position are the same.

If the position of the chining lever 61 and the gear position are different,
It is determined whether the clutch 15 is disengaged or not, and if it is disengaged, the air pressure of the clutch 15 is held at the current state, a signal is output to align the gear position with the change lever 61 position, and the main air tank is reactivated. It is determined whether the air pressure in 47 is within the specified value. If the clutch 15 is connected, a clutch disconnection signal is output, and then it is again determined whether the air pressure in the main air tank 47 is at the specified value.

When the position of the change lever 61 and the gear position are the same, it is determined whether the gear position is at the neutral N1 position or not, and if it is determined to be at the N□ position, the solenoid valve 55 is turned OFF and the main Return to startup routine. Gear position voice...If it is determined to be other than ν1, it is determined whether or not the engine 11 is stopped, and if the engine 11 is stopped, the clutch 15 is connected and the solenoid valve 55 is turned to O.
Switch to FF and return to the main starting routine, engine 11
If not stopped, the solenoid valve 55 is turned OFF and the process returns to the main starting routine.

When the CHANGE routine is completed, it is determined whether the gear position is in the N position or not. If the gear position is in the N position, the starter enable relay is turned on and the engine speed is set to N again.
, it is determined whether the value of , is within the stop range of the engine 11 or not, and if the gear position is not in the N position, the starter enabling relay is turned OFF and the engine rotation speed Nl:O value is again within the stop range of the engine 11. Determine whether it exists or not.

After the start process is completed, the vehicle speed signal and clutch rotation speed signal are read, and if they are below a specified value, the start process begins.

As shown in FIG. 7 ia) to ih), first, the clutch 15
is turned on, and an accelerator pseudo signal voltage output relay (not shown) is turned on, and the idle equivalent voltage for idling the engine 11 is changed to the accelerator pseudo signal voltage vA.
c is output to the electromagnetic actuator 25 to turn on an exhaust brake release relay (not shown), clear flags, and initialize counters. Next, it is determined whether the engine speed has fallen below the engine stall prevention speed. That is, when the flag ENSTFLG is 1, it is determined that the rotation has fallen below the engine stall prevention rotation. Engine speed N
If E is below the engine stall prevention rotation, repeat the above-mentioned flanch connection process and the following processes until it exceeds the engine stall prevention rotation, and if the engine rotation speed N6 exceeds the engine stall prevention rotation, execute the CHANGE routine described above. do. After the CHANGE routine is completed, it is determined whether the gear position is N or not using a select signal, and if the gear position is N, it is determined whether or not it is at N8. Gear position is N
In the case of , connect the clutch 15, correct the LE point after 1.5 seconds have passed after connection, and then set the exhaust brake release relay to 0FFt.If 1.5 seconds have not elapsed since the connection, leave it as is. Turn off the exhaust brake release relay. If the exhaust brake release relay is set to 0FFj, then A
Turn off the MVQ 111 for US, turn off the accelerator pseudo signal voltage output relay, and set the flag ENST again.
Determine whether FLG is 1 or not. If the gear position is other than N8, turn off MvQll, turn off the accelerator pseudo signal voltage output relay, and set flag ENSTF.
Determine whether LG is 1 or not. If the gear position is other than N, the accelerator pseudo signal voltage output relay is turned on and the process moves to the AUS routine.

In the AUS routine, clutch rotation speed NcL is 50 Orp.
m or less and the handbrake is fully pulled,
The process is to turn on MVQIII, sound a buzzer (not shown) for 0.5 seconds, and apply the wheel brake 107. Clutch rotation speed N. If L exceeds 50 rpm and the handbrake is not sufficiently pulled, the process 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. In the CLLE routine, the clutch 15 is connected up to the LE point and the flag LEFL is set.
Determine whether G is clear or not, and set flag LEF.
If LG is not cleared, the clutch 15 is connected up to the LE point, so the process returns to the main flow. If the flag LEFLG is clear, connect the clutch 15 to the LE point and set the flag LEFLG to 1.
to return to the main flow.

When the CLLE routine is finished, it is determined whether the flag 0NFLG, which starts connecting the clutch 15 when starting downhill, is cleared, and if the flag 0NFLG is not cleared, the accelerator opening is 10% or more. If the flag 0NFLG is clear, the clutch rotation speed is N. It is determined whether L is lower than a first specified value. When the accelerator opening is 10% or more, it is determined whether the clutch rotation speed N is lower than a second specified value that is larger than the first specified value, and if it is lower than the second specified value, the flag 0NFLG is set. clear.

If the accelerator opening is lower than 10%, the clutch rotation speed is N. It is determined whether L is lower than a third specified value that is smaller than the first specified value, and if it is lower than the third specified value, the flag 0NFLG is cleared. Clutch rotation speed N. If L is higher than the -th and third specified values, the flag is 0NFLG.
Determine whether or not it is clear. Flag 0NF
If LG is clear, the counter NCNT for the time lag after the vehicle starts moving when starting downhill is 80.
The count NCNT is 80.
If so, set the counter NCNT to O and set the clutch rotation speed to N. It is determined whether the amount of change ΔNcL in L is 20 rpm or more. If the counter NCNT is not 80, the counter NCNT is counted once and the flag 0NFLG is cleared. Clutch rotation speed N. When the amount of change ΔNcL in L is 2°rpm or more, when starting downhill, the flag 0NFLG is set to 1 and the clutch 15 starts to be connected, and the amount of change ΔNcL in clutch rotation speed NcL is 2°rp.
If it is lower than m, flag 0NFLG is cleared.

On the other hand, if it is determined whether the flag 0NFLG is clear or not, if it is not clear, the counter NC
Set NT to 0 and set flag 0NFLG to 1. flag 0
After setting NFLG to 1, it is determined whether the accelerator opening is 10% or less, and if it is 10% or less, the accelerator pseudo signal voltage vA0 outputs 1 volt, which is the idle equivalent voltage, and the clutch, which will be described later, The process shifts to duty signal output, and if the accelerator opening exceeds 10%, the process directly shifts to clutch duty signal output, which will be described later. Clutch rotation speed N. If L becomes lower than the specified value, or after counting the counter NCNT once and clearing the flag, it is determined whether the accelerator opening is 10% or more, and if it is 10% or more, the vehicle is started. It is determined whether or not the engine rotational speed N reaches a peak point and the flag PFLG is cleared. If the accelerator opening does not exceed 10%, clear the flag PFLG and the flag VFLG, which indicates that the voltage η corresponding to the current accelerator opening when the engine speed NE reaches its peak point when the vehicle starts, is 50%. , the output timing counter VCNT of the accelerator pseudo signal voltage vAc when the vehicle starts is set to 10.
The target stroke of the clutch 15 is set to the LE point, and the engine speed NEo change amount ΔN, which will be described later, is 4 O.
Step 2 moves to the process of determining whether the rpm is higher than or not (7th figure) (see ■ in cl). If the flag PFLG is clear, proceed to the vAcMAKE1 routine,
If flag PFLG is not clear, it is determined whether flag VFLG is clear. If the flag VFLG is clear, the process will proceed to the process of determining whether the accelerator opening is less than 10% (see Figure 7(a), fcJ), which will be described later.
is not clear, the process proceeds to a process of replacing the accelerator pseudo signal voltage VAo with the current accelerator opening equivalent voltage vA - accelerator difference voltage ΔV, which will be described later (see FIG. 7(a)).
), see ■ in tct).

VAcMA K E 1 routine (more counter V CN
Determine whether T is 10 or not, and set the counter VC
If NT is not 10, the counter VCNT is counted once and the process returns to the main flow. counter V
When CNT is 10, the target engine speed is calculated based on the current accelerator opening equivalent voltage vA, and the voltage value V0. Voltage values corresponding to (target engine speed + 250) and (target engine speed - current engine speed N-/100) are read into operating memories R0 and R, not shown, which store Vl, respectively, and the voltage value V2 is also stored. Operation memo IJ (not shown)
R2 is set to V2+V, and the accelerator pseudo signal voltage vAo
V. +V2. The accelerator pseudo signal voltage vAc is A
Determine whether the D value is 51 (idle equivalent voltage 1 volt) or less, and if it is 51 or less, the accelerator pseudo signal voltage v
The AD value of Ao is set to 51, the counter VCNT is set to O, and the process returns to the main flow.

If the accelerator pseudo signal voltage vAo exceeds 51 in AD value, the accelerator pseudo signal voltage VAo should exceed 153 (in AD value)
If the value does not exceed 153, the counter VCNT is set to 0 and the process returns to the main flow. If the accelerator pseudo signal voltage vAo is AD value 153 or less, the accelerator pseudo signal is Voltage ■Ac with AD value 1
53, counter VCNT@0ζ, and return to the main flow.

When the vAcMAKE1 routine ends, the accelerator pseudo signal voltage ■. Output the clutch duty signal corresponding to the engine rotation speed N6 at the peak point.
Determine whether m has fallen or not, and if it has not fallen, EN
Returning to the process of determining whether STFLG is 1 or not. If the engine speed is 30 rpm below the peak point, M V Q 111 wo OF F Ic Li ”C
') Latch 15 (1') Holds the rotation and the engine rotation speed N when the vehicle starts! : It is judged that has reached the peak point, PFLG←1), and the counter VCNT is set to 50.
Set to . In addition, the peak point is the output shaft 1 of engine>11.
3 is the input shaft 3 of the gear type transmission 17 via the clutch 15
This occurs because power begins to be transmitted to the drive wheels as the rotation speed increases (see Figure 10).
.

Next, it is determined whether the accelerator opening is 50% or more. When the accelerator opening is 50% or more, the accelerator difference voltage ΔV is the current accelerator opening equivalent voltage vA and the accelerator pseudo signal voltage vA.
c, and when the engine speed NE reaches its peak point when the vehicle starts, the voltage vA corresponding to the current accelerator opening is 50%.
Assuming that VFLG=11, the process moves to a process of replacing the accelerator pseudo signal voltage vAc with vA-ΔV, which will be described later. If the accelerator opening is lower than 50%, the flag VFLG is cleared and it is determined whether the accelerator opening is 10% or less. Note that when it is determined that the flag VFLG has been cleared by determining whether or not the flag VFLG has been cleared, it is determined whether or not the accelerator opening degree is 10% or less.

When the accelerator opening is 10%, the target stroke of the clutch 15 is calculated and the target engine speed is calculated, and it is determined whether the amount of change ΔN in the engine speed N5 every 50 m5ec is 40 rpm or more. do. As a process after the target stroke of the clutch 15 is set to the LE point, it is determined whether or not the amount of change ΔNE is 4 Or pm or more. If the accelerator opening exceeds 10%, engine rotation speed N, & clutch rotation speed N. , determine whether the absolute value of the difference between the
If it exceeds m, a process is performed to calculate the target stroke of the clutch 15, and if it is less than 50 rpm, a clutch duty signal is output. Note that this clutch duty signal output process is performed as a process when 1 volt is output as the accelerator pseudo signal voltage ■Ao described above and the accelerator opening exceeds 10%. After outputting the clutch duty signal, it is determined whether the clutch 15 is connected,
If the clutch 15 is not connected, the process returns to the above-described process of setting the flag ENST'FLG to 1. clutch 15
If connected, turn off the exhaust brake release relay.
Then, the accelerator pseudo signal voltage demon. Set the time lag for release. Next, a vAo stage release routine is entered to release the accelerator pseudo signal voltage VAo in stages.

In the vAo stage release routine, the accelerator load signal voltage V when the clutch 15 is completely connected is read, the accelerator pseudo signal voltage vAo is increased for a certain period of time by 1/8 of the difference from the voltage V of the accelerator pseudo signal, and this operation is performed. By repeating this, the value obtained by subtracting the latest accelerator pseudo signal voltage V from the latest accelerator opening equivalent voltage vA is the electromagnetic actuator at the position of the control rack 23 corresponding to the idle rotation of the engine 11 from the latest accelerator opening equivalent voltage VA. 25
1/ of the value minus the accelerator opening equivalent voltage vA that acts on
When the accelerator pseudo signal becomes smaller than 8, the accelerator pseudo signal is released and the process returns to the main flow. In this way, the output signal to the electromagnetic actuator 25 is not raised to the accelerator opening equivalent voltage VA all at once, but is applied in stages (thereby,
Be able to reduce the shock. Then, after the accelerator pseudo signal voltage vA0 is released in stages, the clutch 1
5. Perform the slip routine to calculate the amount of wear. The slip routine judges whether the value of ((engine speed NE - clutch speed N.L)/engine speed N,) is 50% or more, and if it is 50% or more, the clutch warning lamp 117 is turned on. Lights up and returns to the main flow, 50
Clutch warning run 11 if it does not exceed %
Turn off 7 and return to the main flow. When the slip routine ends, the flag LEFLG is cleared and the start process ends.

If the amount of change ΔNE in the engine rotation speed per 50 m5ec is 40 rpm or more, a clutch off duty signal is output and it is determined whether the accelerator opening is 10% or more,
If it does not exceed 10%, the accelerator pseudo signal voltage vAo
is set to 51 as an AD value, and returns to the process of setting the flag ENSTFLG to 1, and if the accelerator opening is 10% or more, the VAcMAKE2 routine is performed, and then the process returns to the process of setting the flag ENSTFLG to 1, described above. VAcM
When the count VCNT is 50, the A K E 2 routine shifts to the process of calculating the target engine speed based on the current accelerator opening equivalent voltage VA of the vAcMAKE1 routine, and when the count VCNT is other than 50, the count V
Count CNT once and return to the main flow. If the amount of change Δ in the engine speed NE does not exceed 4 Orpm, the engine speed will change to 40 Orpm when the vehicle starts.
Determine whether the engine speed NE is below m (NEFL (, = 1) or not, and if it is below, the engine speed NE is 41 Or pm.
Determine whether the following is true or not. If the speed is below 410 rpm, the process shifts to outputting the clutch off duty signal described above, and the clutch plate 31 of the clutch 15 is stroked in the opposite direction to the flywheel 29, and if the speed exceeds 410 rpm, the flag NEFLG is cleared. . On the other hand, if the engine rotational speed exceeds 40Orpm when the vehicle starts, it is determined whether the engine rotational speed NE is 40Orpm or less, and if it exceeds 400rpm, flags N and F are used.
Clear LG, and if the speed is below 400 rpm, output a clutch off duty signal and set NEFLG to 1.
The process moves to a process of determining whether the accelerator opening degree is 10% or more. Then, after clearing the flag NEFLG, it is determined whether the clutch stroke has reached the target value,
If the clutch stroke is larger than the target value, a clutch duty signal is output to stroke the clutch plate 31 of the clutch 15 toward the flywheel 29, and it is determined whether the accelerator opening is 10% or more. to move to. If the clutch stroke is smaller than the target value, it is determined whether the accelerator opening is 10% or more, and the
% or more, a clutch off duty signal is output to shift the clutch plate 31 of the clutch 15 to the flywheel 29.
At the same time, the process moves to the process of determining whether the accelerator opening degree is 10% or more, and when the accelerator opening degree is 10% or more,
If the engine speed N, mentioned above, does not exceed 41
A clutch off duty signal is output when the engine speed is 0 rpm or less, the clutch plate 31 of the clutch 15 is stroked to the opposite side of the flywheel 29, and the process shifts to the process of determining whether the accelerator opening is 10% or more. do. or,
When the clutch stroke and the target value are equal, the air cylinder 33 for connecting the clutch 15 is left as it is and the process moves to a process of determining whether the accelerator opening is 10% or more.

On the other hand, after setting the aforementioned flag VFLG to 1, the accelerator pseudo signal voltage vAo is replaced with a value obtained by subtracting ΔV from the current accelerator opening equivalent voltage vA.

Note that this replacement process is also performed when it is determined that the flag VFLG described above has not been cleared (see FIG.
aL (see ■ in ct). Next, check engine speed and clutch speed. It is determined whether the absolute value of the difference with L is 30 rpm or less, and if it is 30 rpm or less, it is determined that the engine rotation speed N and the clutch rotation speed NcL are synchronized, and a clutch ON signal is output. The process moves on to a process of determining whether or not the clutch 15 is connected.

Flag NEF if the absolute value exceeds 3Orpm
LG is 1, that is, the engine rotation speed when the vehicle starts is 40O.
It is determined whether the engine rotation speed Nl: is 41O when the flag NEFLG is 1.
It is determined whether or not the rpm is below 410 rpm, and if it is below 410 rpm, a clutch off duty signal is output and the process shifts to determining whether the flag ENSTFLG mentioned above is 1 or not.
If the speed exceeds 410 rpm, the flag NEFLG is cleared. If the flag NEFLG is not 1, it is determined whether the engine rotation speed N is 40 rpm or less, and if it is 400 rpm or less, a clutch off duty signal is output and the clutch plate of the clutch 15 is 31 to the opposite side of the flywheel 29, and set the flag NESTFLG to 1 to set the above-mentioned flag NE.
Shifts to the process of determining whether STFLG is 1 or not, and returns 400
If the rpm is exceeded, the flag NEFLG is cleared. After clearing the flag NEFLG, it is determined whether the change amount ΔN of the engine rotation speed every 50 m5ec is less than -5 rpm, and if it is less than -5 rpm, it is assumed that the change amount ΔN is increasing when the vehicle starts (the flag X F L G =
1) Determine whether the amount of change ΔNl is equal to or greater than 15 rpm. If the amount of change ΔNE does not exceed 15 rpm, that is, if the engine speed does not suddenly decrease, a clutch re-duty signal is output, the clutch 15 is gradually connected, and it is checked whether the flag ENSTFLG mentioned above is 1 or not. Shift to judgment processing. When the amount of change ΔNI in the engine speed NE per 50 m5ec is 15 rpm or more, that is, when the engine speed Nl: suddenly decreases, the flag XFLG is cleared and the air cylinder 33 for connecting the clutch 15 is changed to the current The process proceeds to the process of determining whether the flag ENSTFLG is 1 or not. On the other hand, the amount of change ΔN is 15
If the rpm exceeds, it is determined whether the flag XFLG is 1 or not, and if the flag
is not 1, the amount of change ΔN6 is 3 Orpm.
Determine whether or not the above is true. If it is less than 30 rpm, it is determined that the amount of change ΔN at the time of starting the vehicle has suddenly decreased.Flag YFLG=1) Then, it is determined whether the amount of change ΔN5 is less than 3 Orpm. If the speed does not exceed 30 rpm, it is determined whether the flag YFLG is 1 or not. If the flag YFLG is 1, it is determined whether the change amount Δ is 3 Orpm or less, and the flag YFLG is 1. If not, the air cylinder 33 for connecting the clutch 15 is operated as it is, and the process moves to a process of determining whether the flag ENSTFLG mentioned above is 1 or not. When the engine rotation speed N per 50 m5ec (7) change amount ΔNl: is 3 Orpm or less, the flag YFLG is cleared and the air cylinder 33 for connecting the clutch 15 is operated as it is, and the flag ENSTFLG mentioned above is set to 1. The process moves on to the process of determining whether or not. If the amount of change ΔN exceeds 3° rpm, a clutch off duty signal is output to quickly disconnect the clutch 15, and the process proceeds to a process of determining whether the flag ENSTFLG is 1 or not.

On the other hand, an engine rotation speed calculation routine as shown in FIG. 8 is executed at an appropriate position in the above-described flow. First, the engine speed NE is calculated, and it is determined whether the engine speed N6 exceeds 137 rpm. 137 rp
m or less, it is determined by an oil pressure gauge switch (not shown) whether or not the engine is determined to be stopped (hereinafter referred to as engine stall), and if the engine is stalled, the process moves to initial settings before starting. If the engine speed exceeds 137 rpm and the oil pressure gauge switch does not determine that the engine is stalled, it is determined whether the engine is starting or not. Accelerator opening is 10%
Determine whether or not the above is true. When the accelerator opening is 10% or more or when starting, the engine speed is 25 or more.
It is determined whether the vehicle speed is below 250 rpm, and if it is below 250 rpm, it is determined whether the vehicle speed is below a specified value. Accelerator opening is 1
If it does not exceed 0%, the engine speed N6 is 60 O
It is determined whether the vehicle speed is below 600 rpm or not.
If the speed exceeds 0 rpm, the flag ENSTFLG is cleared. When the vehicle speed is below the specified value and the engine speed N
Flag ENSTF if 5 exceeds 25 Orpm
LG is cleared and the flag ENSTFLG is set to 1 if the vehicle speed exceeds the specified value. After clearing the flag ENSTFLG or setting the flag ENSTFLG to 1, the clutch rotation speed N. Calculate L and 50m5e
Amount of change ΔNE in engine rotation speed per c and 50m5e
The amount of change ΔNoL in clutch rotational speed NcL for each c is calculated and the process returns to the main flow.

After the start process is completed, the control unit 71 enters the gear change process if the vehicle speed or clutch rotational speed NcL exceeds a specified value. Figure 9 (as shown in al~ffl,
First, a selection signal is given to the input ]-1-101 to check whether or not the brake has failed, and the wheel brake 107
If YES, there is a failure, then it is checked whether the flag 5SFLG is 1 or not. When the wheel brake 107 is malfunctioning and the flag 5SFLG indicating that the brake pedal 69 is depressed is 1, the change lever 61
Determine whether the position is in the DP range or D range automatic gear, and if YES, set the flag ENSTF to be described later.
Shift to LG's judgment and maintain the current gear. Also, when the change lever 61 is not in the D range, that is, when the specified gear is in the manual range, it is determined whether the change lever 61 position and the gear position are the same, and if YES, the same flag is set. Moving on to ENSTFLG's decision,
In the case of NO, the position of the change lever 61 is set to the target gear position, and then the gear change operation is performed as described later. On the other hand, if flag 5SFLG is determined to be 0, it is checked whether the brake pedal 69 is being depressed, and if it is being depressed, flag 5SFLG is set to 1, and then flag 5SFLG is set to 1.
The same processing as when SFLG is 1 is performed. Also, when the brake pedal 69 is not depressed and the wheel brake 107
If there is no failure, the flag 5SFLG is cleared again, and then it is determined whether the position of the change lever 61 and the gear position are the same.

Here, if the position of the change lever 61 and the gear position are the same, the Rev pilot lamp is turned off, and then it is checked whether the gear position is N. Gear is N
If so, there will be no synchronization problem when the clutch 15 is connected, so just turn off the solenoid valve 55 for switching the air tank!
, then connect the clutch. After that, a flag GF indicating that the accelerator pseudo signal voltage VAc was output during gear shifting.
Check whether LG is 1 or not, and if it is not output, immediately check for slippage of the clutch 15, clear the shift map switching memory MAPMODE and the flag LEFLG, and then return to the main flow. Further, when the accelerator pseudo signal voltage vAo is output, after setting a time lag for canceling the accelerator pseudo signal voltage VAc, the above-mentioned vA6 stage cancellation routine is executed, and then the next step is performed.

On the other hand, if the gear position is not N, the flow shifts to synchronizing the clutch 15. First, it is checked whether the flag ENSTFLG is 1 or not, and when the flag ENSTFLG is 1 and the engine speed N6 is lower than the engine stall prevention speed when the vehicle speed decreases, the clutch 15 is disengaged and the VA is set.

Turn off the relay! ,,,Then, as mentioned above, the shift map switching memory MAPMODE and the flag LEFL are changed.
After clearing G, return to the main flow. On the other hand, when the flag ENSTFLG is 0, the engine rotation speed N and the clutch rotation speed N. It is determined whether the difference with L is less than the specified value, that is, whether it is synchronized or not, and YE
In the case of S, the clutch 15 is immediately connected as described above. On the other hand, in the case of No, it is checked whether the clutch 15 is disengaged or not, and if the clutch 15 is connected, the process returns to the clutch connection flow described above. Here, when the clutch 15 is disengaged, check whether the accelerator opening is 10%
In the case of ES, that is, when the accelerator pedal 81 is not depressed, the clutch rotation speed is N. The process proceeds to the start process on the condition that L is less than or equal to the specified value and the vehicle speed is less than or equal to the specified value. On the other hand, if the difference between the clutch rotational speed NCL and the engine rotational speed Nl exceeds their specified values, a CLLE routine is executed to bring the clutch into a half-engaged state. Also, if the accelerator opening exceeds 10%, it is assumed that there is an intention to drive, and the CL is pressed without proceeding to the start process.
Execute the LE routine. After that, the clutch rotation speed N.

An accelerator pseudo signal voltage vAc corresponding to L is output, and the clutch 15 is connected at the optimum duty rate. Then, the process returns to the beginning of the speed change process, and this synchronization is repeated until the clutch 15 is connected.

On the other hand, in determining whether or not the position of the change lever 61 and the gear position are the same, if they are different, then L, the position of the change lever 61 is in the D2 range or D.
It is determined whether it is 6 Renno or not. Here is the DP range or D
When the E range is selected, the gear position at which the vehicle can run is determined from the running resistance of the vehicle. The running resistance of the vehicle is determined from the driving force of the engine 11 and the acceleration of the vehicle, and the control rack 2 of the injection pump 21 controls the rotation speed of the engine 11 to control the magnitude of the driving force.
It is obtained by detecting the position of No. 3 and comparing the acceleration of the vehicle that should be generated by the driving force with the acceleration of the vehicle during actual driving. Next, it is determined whether the change lever 61 is in the DP range, and if the DP range, which is a powerful automatic gear, is selected, the gear that is most suitable for the current driving condition is targeted from a preset shift map. Determine the gear position. After determining this target gear position, it is determined whether or not the vehicle can run at this target gear position. Even if this determination is No, the current gear position is set as the target gear position. On the other hand, based on the above judgment, the change lever 61
is not in the Dp range, that is, when the D5 range, which is an economy automatic gear, is selected. If it is necessary to give priority to the vehicle's power performance over fuel efficiency, the same process as in the case of the DP range is performed as described above.Furthermore, when the accelerator pedal 81 is not depressed, The fuel consumption amount (fuel efficiency) is calculated, and the gear position that achieves the lowest fuel consumption within the range in which the vehicle can travel is determined as the target gear position.

The above fuel consumption amount is stored in advance in the ROM ζ2 of the memory 97 in the form of equal fuel consumption characteristics (see FIG. 13) for each gear stage. Further, the ROM of the memory 97 stores the driving performance characteristics of the vehicle (see FIG. 14), and the target gear position that achieves the lowest fuel consumption is determined from these characteristics and the above-mentioned equal fuel consumption characteristics. That is, for example, if the running resistance of the vehicle determined as described above is at point A in FIG.
However, based on the equal fuel consumption characteristics shown for each of these gears in the figure, the gear position where point A is located closest to the center of the equal fuel consumption characteristic curve, that is, 7th gear, is determined as the target gear position. do.

Also, for example, what if the running resistance is at point B? In this case, the gears at which the vehicle can run are 5th, 6th, and 7th, but 6th is determined as the target gear due to the equal fuel efficiency characteristics. Such target gear position determination control is performed by executing the following calculation. In other words, the current engine output torque (however, TIIIaχ (Nl is the fuel consumption rate a determined from the fuel efficiency characteristic equal to the maximum torque due to the engine speed N)
, , the fuel consumption per unit time 2πTn(b)N ''=a,l ×75X60 (g/hr) can be calculated from
):Efficiency Ax=a X2πTX(N)Nx Gear ratio of each gear
75x80 Check whether the current gear ratio is the same as the target gear speed above. Here, if the current gear position is the same as the target gear position, the process proceeds to the above-described determination of the flag ENSTFLG to maintain the current gear position.

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 case of upshifting, the engine rack 23 of the injection pump 21
A gear shift operation is performed only when the position of is equal to or higher than a specified value, otherwise the current gear position is maintained without a gear shift operation. This is to prevent upshifting even though engine 1 does not have sufficient extra horsepower.

On the other hand, if the exhaust brake should be downshifted, the exhaust brake should not be used heavily (if the brake pedal 69 is strongly depressed and the downshift is at 5th gear or lower), the current gear should be changed without performing a gearshift operation. , and perform gear shifting operations at other times.

Further, if the determination as to whether the change lever 61 is in the DP range or the hemorrhoid range is No, it is checked whether the change lever 61 is in the forward gear of the manual range, and if the forward gear is in the forward gear. If it is selected, proceed to the next step on the condition that the gear position is not R. Next, it is determined whether or not to shift up, and in the case of upshifting, the buzzer is turned off to 0FFI, and then the NEAIDL routine is executed and the clutch 15 is disengaged.

In the NEAIDL routine, first, a predetermined voltage value v3 that sets the engine 11 at idle speed is read into the third operating memory for accelerator pseudo signal voltage output, and the VA
The relay for c is turned on so that a control signal for the control rack 23 can be output to the electromagnetic actuator 25. Then, the accelerator pseudo signal voltage η is sequentially increased. Wow, -(
v −v,) x,, vA−(vA−V3)x−,V
-(vA-V,) x,, vA-(VA-V,)4
＾ Set to 2 and output for a certain period of time (for example, 0.09 seconds) (see Figure 11). This is intended to reduce the shift shock by reducing the accelerator pseudo signal voltage vAo in stages, rather than dropping it all at once. Thereafter, the clutch 15 is disengaged, the accelerator pseudo signal voltage vAo is set to the third operating memory voltage R3, and the flag GFLG indicating that the accelerator pseudo signal voltage VAo has been output is set to 1, and the process returns to the main flow.

After executing the NEAIDL routine, execute the air check routine, then check whether the clutch 15 is actually disengaged, and if it is disengaged, output a shift signal to the solenoid valve 73 to match the gear position with the target gear position. While clutch 15 is not disengaged, clutch 1
5, and then returns to the beginning of the speed change process.

On the other hand, if it is not an upshift, that is, if a downshift is to be performed, it is checked whether the downshift is in the D2 range or the To range, and if the downshift is in the To range or the D6 range, the shift is changed from the current gear to 1.
The position of the shift lever 61 is set as the target gear position in the case of downshifting in the manual range. Then, it determines whether or not the engine 11 can be downshifted without overrunning the rotation, and if there is a possibility of overrun, a buzzer is used to warn the driver of the overrun, and the driver is not required to shift gears. to return to the beginning of the gear shifting process. If there is no overrun, turn off the buzzer, check the flag GFLG, and set the accelerator pseudo signal voltage■
The NEHOLD routine is executed to disengage the clutch 15 only when Ac is not being output. The NEHOLD routine is the same as the NEAIDL routine described above, except that the voltage value ■3 corresponding to the current engine speed N at no-load is read into the third operating memory for outputting the accelerator pseudo signal voltage. The pseudo signal vAc is gradually reduced and the clutch 15 is disengaged (see FIG. 11).

Thereafter, on the condition that this downshift is not a downshift of 5th gear or lower, or that the vehicle speed is not above the specified vehicle speed for that gear position, the above-mentioned air check routine is executed, and then the gear shift operation is performed. On the other hand, if the vehicle speed is equal to or higher than the specified vehicle speed during a downshift at the fifth speed or lower, a double clutch routine is executed.

In the double clutch routine, the current clutch rotation speed NcL
A constant C (for example, 1.
5) to temporarily set the target clutch rotation speed. Next, this target clutch rotation speed is 230, which is the upper limit rotation speed.
Check whether it is above 2300 rpm, set 2300 rpm as the target clutch rotation speed, and set 2.
If it is less than 300 rpm, it is used as the target clutch rotation speed. Next, the solenoid valve 73 is turned on to disengage the gears, and after the gear position is in the N state, a clutch ON signal is output, and the accelerator pseudo signal voltage vAc is set to a predetermined value, so that the clutch rotation speed NcL
becomes the target clutch rotation speed.

Thereafter, the accelerator pseudo signal voltage VAo is set to a voltage equivalent to clutch rotation to disconnect the clutch 15, and then the gear position is adjusted and the process returns to the main flow.

If the determination as to whether the change lever 61 is in the forward gear of the manual range is No, it is checked whether the change lever 61 is in the reverse gear. If the change lever 61 is in the reverse gear position, this is the case when the change lever 61 is mistakenly put into the reverse gear while driving forward, so the Rev pilot lamp is lit and the target gear is set to neutral 1. I do. Also, when the forward gear is selected with 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 change lever 61 is not in the reverse gear position, it is further checked whether the change lever 61 is in the N position.

If the shift lever 61 is not moved for one second in the case of N, it is assumed that the driver has selected N, and the target gear is set to neutral. On the other hand, if the change lever 61 is in the N position but moves within one second, the process returns to the beginning of the gear change process. on the other hand,
When the change lever position is not N, that is, when the change lever 61 is in a warm position with no selected position, the position of the change lever 61 is assumed to be the same as the previous position of the change lever 61, and the gear is changed. Return to the beginning of processing.

In addition, in this embodiment, the air tank 47.
Although the air cylinder 33 for actuating the clutch 15 is driven using the air pressure from the clutch 15, it is of course possible to use hydraulic pressure as the control medium. However, in this case, a new hydraulic pressure generation source such as an oil pump must be added, which may increase costs.

Furthermore, it goes without saying that the speed change control procedure, shift pattern, etc. shown in this embodiment can be modified in detail as necessary, and the present invention is also applicable to vehicles equipped with a gasoline engine. be able to. Furthermore, a dummy clutch pedal may be installed for drivers who are switching from a manual transmission; in this case, the R gear, 1st, 2nd, and
, 4, and 5, the clutch pedal can be set to function preferentially to the air cylinder 33.

<Effects of the Invention> According to the speed change control method for an automatic transmission of the present invention, a drive system such as a general friction clutch or gear type transmission is used as is, and air from an air tank installed in the vehicle is used as a control medium to control the friction clutch. In an automatic transmission system that operates an actuator or a power cylinder of a gear position switching means to perform a gear shift operation, it is possible to automatically select a gear position that is optimal and achieves low fuel consumption according to the driving condition of the vehicle. This makes it possible to realize comfortable and fuel-efficient vehicle driving.

[Brief explanation 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. Graphs each showing an example of a shift map, FIG. 4 a graph showing an example of a map for determining the duty rate, and FIGS. 5 to 9 fal, fbl, (cl, (
d), tel, (f) is a flowchart showing an example of the control program, FIG. 10 is a graph showing an example of changes over time in engine speed and clutch speed during gear shifting, and FIG. 11 is a shift up FIG. 12 is a conceptual diagram of the operation during a downshift operation, FIG. 13 is an equal fuel efficiency characteristic diagram of the engine, and FIG. 14 is a vehicle driving performance characteristic diagram. In the drawing, 11 is an engine, 15 is a friction clutch, 17 is a gear type transmission, 21 is a fuel injection pump, 23 is a control rack, 25 is an electromagnetic actuator, 33 is an air cylinder, 47.49 is an air tank, and 53 is a solenoid valve. , 65
is the gear shift unit, 71 is the control unit,
61 is a change lever, 81 is an accelerator pedal, and 93 is a microcomputer.

Claims (1)

[Claims] A friction clutch connected to the engine, a clutch actuator for operating the friction clutch, a gear type transmission connected to the friction clutch, a gear position switching means for changing the gear position of the gear type transmission, and a gear position switching means for changing the gear position of the gear type transmission. In an automatic transmission device comprising a control device that controls the operation of the clutch actuator and the gear position switching means based on the intention and the driving conditions of the vehicle, when the vehicle is running based on the driving force of the engine and the acceleration of the vehicle. Find the running resistance of
The control device determines a gear position capable of driving at the running resistance from a preset vehicle running performance, and determines a gear position with the least fuel consumption among the gear positions from a preset equal fuel efficiency characteristic of the engine. A shift control method for an automatic transmission, characterized in that the gear position switching means is operated to switch the gear position of the gear type transmission to the determined gear position.