KR940010486B1 - Auto/semi-auto transmission control device and method - Google Patents

Abstract

The sliding of vehicles having manually operated transmission can be prevented by installing a control device for vehicle transmission. The control device can also be used for half- or full-automatic vehicles and the clutch is controlled automatically by the working depth of accelerator pedal at the time of start. The clutch exhibiting the optimum condition is controlled with this device by controlling clutch speed according to vehicle speed at the speed-changing mode.

Description

Manual and semi-automatic vehicle transmission control device and its control method

1 is a block diagram illustrating the configuration of a vehicle transmission control apparatus according to the present invention.

2 is a diagram illustrating a connection movement relationship of a clutch in the shift control apparatus according to the present invention.

3 is a flowchart illustrating the concept of a control method in a semi-automatic shift mode in the shift control apparatus of FIG. 1 according to the present invention.

4 is a flowchart illustrating a control procedure of a first mode, that is, for example, an " oscillation " mode in the flowchart of FIG.

FIG. 5 is a flowchart illustrating a control procedure of a second mode, that is, for example, a " shifting " mode in the flowchart of FIG.

6 illustrates one embodiment of the clutch pedal drive of FIG.

7 illustrates one embodiment of a circuit for controlling a drive motor of a clutch pedal drive device during a first phase;

FIG. 8 is a diagram illustrating a configuration of an accelerator pedal and an accelerator pedal position sensor unit during a first view, and

9 is a timing diagram showing waveforms of motor control pulses for clutch driving of the shift control apparatus according to the present invention.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a vehicle transmission and a control method thereof. More particularly, the present invention relates to a vehicle transmission control apparatus and a control method thereof capable of controlling a transmission using a manual and semi-automatic combination without a normal automatic transmission.

In the automobile, the clutch operation of the driver is very important for good driving and safe driving of the vehicle. In the case of a vehicle equipped with a conventional manual transmission, the driver should control the clutch pedal with his left foot and at the same time operate the gear according to the timing. Weighted. Therefore, in recent years, a vehicle equipped with an automatic transmission has been widely used in order to make driving operation of the vehicle easier. In such a vehicle, an automatic clutch is essentially used, and the automatic clutch includes a fluid clutch controlled by a torque converter or a fluid controlled actuator. A number of prior arts have been disclosed regarding an automatic transmission system of a vehicle having such an automatic clutch and a control method thereof, and among them, Japanese Patent Application Publication No. 89-856 Invention No. 88-1730, the invention of which was jointly filed by Fujitsu Co., Ltd. and Isuzu Motor Co., Ltd., and Application No. 90-9048, which was filed by Isuzu Motor Co., Ltd. Invention No. 90-7967, the invention of which has been filed and filed by U.S. Eaton Corporation, discloses an automatic clutch control method or control device for a vehicle equipped with an automatic transmission.

However, such automatic transmission vehicles are not only suitable for high oil prices such as these days because they are relatively high in fuel consumption, and their control devices are very expensive, complicated in structure, and once the transmission control device fails while driving, maintenance is required. The drawback is that there is no response unless the vehicle is towed to the factory.

On the other hand, a vehicle having a conventional semi-automatic transmission that takes advantage of the advantages and disadvantages of manual and automatic transmissions is equipped with a separate clutch cable or solenoid valve in the engine room of the vehicle to control the clutch, which makes installation and adjustment very cumbersome. This has been. In addition, the conventional clutch connection method of the semi-automatic transmission device adopts a method in which the clutch is connected after the brake is "off" and the accelerator pedal is pressed to increase the engine load by a certain amount or more.

Accordingly, a vehicle having a conventional semi-automatic transmission has a problem that some slippage occurs on a hill road until the moment of turning off the brake and connecting the clutch, thereby providing anxiety and inconvenience to the driver.

Therefore, in order to solve the drawbacks of the conventional manual, semi-automatic and fully-automatic transmission vehicles as described above, a simple control device is attached to a vehicle equipped with a conventional manual transmission, by the driver's choice of the manual or semi-automatic combination. It is an object of the present invention to provide a control device for a vehicle transmission that operates efficiently without slippage and a control method thereof.

Another object of the present invention is a manual, semi-automatic vehicle transmission control device for automatically controlling the connection of the clutch in response to the depression (depth of stepping) of the accelerator at the start of the manual, semi-automatic and fully automatic transmission vehicles and The control method is provided.

Another object of the present invention is to control the connection of the clutch in an optimal state by controlling the connection speed of the clutch in the shift mode in the vehicle having a manual, semi-automatic and fully automatic transmission in the shift mode An apparatus and method are provided.

Hereinafter, with reference to the accompanying drawings the present invention will be described in detail.

1 is a block diagram showing an embodiment of a vehicle transmission control apparatus according to the present invention. During the first period, the manual and semi-automatic switching switches 6 are installed at predetermined positions on the vehicle internal instrument panel installed in front of the driver, generate manual selection signals in response to the first switching, and in response to the second switching. Generate a semi-automatic selection signal.

That is, the driver can select whether to operate the transmission in the manual mode or the semi-automatic mode.

The manual and semi-automatic switching switches 6 output the outputs of various sensors for detecting the depression amount of the accelerator pedal 11 and the clutch pedal 13 in the vehicle, the operating state of the brake, the load of the engine, the speed, and the shift. It is connected to the control apparatus 17 for analyzing and automatically controlling the shift of a vehicle. The connection between the manual and semi-automatic switching switch 6 and the control device 17 is electrically connected through an input / output device (I / O device) 9 located inside the control device 17. In addition, the shift lever switch 20 mounted at a convenient position of the handle of the conventional shift lever 19 is electrically connected to the I / O device 9, and the driver moves the shift lever 19 for shifting. Each time operation is performed, a shift lever operation signal, for example, a shift lever operation signal in a logic "high" or "low" state, is provided to the control device 17 through the I / O device 9.

The control unit 17 is a microprocessor comprising a central processing unit 7 and a memory 8 and an I / O device 9 for the shift control apparatus according to the present invention. It is programmed in advance to carry out a specific control method, and the control procedure is input to the memory 8 in a conventional manner.

In this embodiment, a model number 6809 chip manufactured by Motorola of the United States of America will be particularly suitable.

On the other hand, the throttle actuator 4 and the ignition coil 2 are connected to the normal engine 1, respectively, and the throttle actuator 4 is a solenoid valve which is opened and closed by the control of the control device 17 ( 5) is connected. When the solenoid valve 5 is opened and closed by the drive control of the controller 17, the throttle actuator 4 adds or subtracts the amount of fuel supply to provide fuel corresponding to the load of the engine.

The ignition coil 2 connected to the engine 1 is attached with a device for transmitting a signal corresponding to the load of the engine 1 to the control device 17. For example, in a vehicle using gasoline or liquefied petroleum gas (LPG) as a fuel, a terminal between the terminal of the ignition coil 2 and the terminal of the I / O device 9 is used to sense the load of the engine 1. Isolation elements such as photocouplers are connected. A signal of high voltage timing supplied to the ignition coil 2 by a photocoupler connected to the terminal of the ignition coil 2 and the terminal of the control device 17 as described above, that is, a signal corresponding to the supply frequency of the ignition spark. Is converted as a signal at a logic level (signal of logic "high" or "low") and transmitted to the controller 17.

At this time, the control device 17 detects a load amount (speed) of the corresponding engine 1 by detecting a high voltage supply timing signal received through the photocoupler.

In the case of a diesel engine vehicle, the controller 17 detects the output of the accelerator pedal sensor 12 which detects the depression amount (depth of stepping) of the accelerator pedal 11 shown in FIG. Detect (measure) the load (speed) of 1). The configuration of the accelerator pedal position sensor 12 connected to the accelerator pedal 11 can be easily implemented as a known technique using photo interrupts S6, S7, and S8 as shown in FIG. . For example, when the accelerator pedal 11 is pressed, a photo interrupt installed at a position corresponding to the depression amount of the accelerator pedal 11 reacts so that a signal of logic "low" or "high" level is supplied to the controller 17. The photointerrupters S6, S7, and S8 are spaced apart and attached at predetermined intervals so as to be output to the I / O device 9 of the control unit 17 so that the depression amount of the accelerator pedal 11 can be easily detected. Can be.

That is, when the accelerator pedal 11 is pressed a little, the photo interrupt (S6) reacts to output a logic "low" or "high" signal to the controller 17, and the other photo interrupts (S7, S8) are The opposite of the output of the photo interrupt S6 provides a logic signal to the controller 17. At this time, the CPU 7 located inside the control device 17 for inputting the outputs of the photo interrupts S6, S7, S8 of the accelerator pedal position sensor 12 through the I / O device 9 is The depression of the accelerator pedal 11 is detected by analyzing the input signal.

As described above, the control unit 17 for detecting the depression amount of the accelerator pedal 11 detects the output of the clutch pedal position sensor 15 of FIG. 1 to detect the depression amount of the clutch pedal 13, and the clutch pedal The drive device 14 is driven to control the connection speed of the clutch 3. The clutch pedal 13 is located between the engine 3 and the transmission 21 to "off" and "on" the clutch 3 for transmitting the power of the engine 3 to the transmission 21, It is mechanically coupled as usual to " off ", " ½ on (half clutch) ", " on "

The clutch pedal 13 has a clutch pedal driving device 14 for connecting the clutch in response to a drive signal and a clutch pedal position sensor 15 for detecting the depression amount of the clutch pedal as shown in FIG. have. The clutch pedal drive device 14 is provided with a motor 14a driven in response to a drive control signal output from the control device 17. In the present invention, the motor 14a is a DC motor, which is rotated in accordance with the drive control signal to operate the clutch pedal feeder composed of the gears 14b, 14c, and 14d and the clutch body 14e. Adjustment amount).

Therefore, the connection amount (depression amount) of the clutch pedal 13 as described above is the clutch drive signal output from the control device 17 in response to information such as the engine load amount, the depression amount of the accelerator pedal, the change in the vehicle speed, and the like. It can be seen that it is controlled by. In this case, when the clutch pedal position sensors S1 to S5 are installed at positions corresponding to the clutch connection amounts of 10%, 20%, 30%, 50% and 100%, respectively, the information about the connection amount is displayed in the control apparatus 17. ) Will be supplied. Here, the clutch pedal position sensors S1 to S5 may use the same or similar photointerrupters as the accelerator pedal position sensors S6 to S8.

The speed sensor 10 shown in FIG. 1 is connected to an output end of the transmission 21 so as to detect the speed of the vehicle itself, and the traveling speed of the vehicle detected by the speed sensor 10 is controlled by the controller 17. ) Is entered. Such a speed sensor 10 detects the rotation of the gear shaft in the transmission 21 to detect the traveling speed of the vehicle, and may use a known speed sensor that is already widely used.

Each of the brake pedal 16 and the hand brake (or parking brake) 18 is provided with a control signal 17 of a predetermined logic "high" or "low" when the brake is depressed. There is a sensor attached. In the drawings, reference numerals 22 and 24 denote brake detection means as sensors for detecting the operating states of the brake pedal 16 and the hand brake 18, respectively.

Therefore, the control device 17 inputs the braking operation or the brake release information by the operation of the brake pedal 16 and the hand brake 18 in addition to the above-described sensing information.

On the other hand, a shift lever switch 20 for automatically shifting is positioned in the shift lever 19 for changing the power in the transmission 21. The shift lever switch 20 is a user operating the shift operation, and generates a predetermined signal according to the " on " switching operation of the shift lever switch 20 performed before the shift operation. For example, a signal informing of a shift schedule is generated, and a signal generated from the shift lever switch 20 is input to the CPU 7 in the control unit 17 through the I / O device 9. The CPU 7 in the control device 17 drives the clutch pedal drive device 14 so that the clutch 3 falls only when the shift lever switch 20 attached to the shift lever 19 is "on". Control to shift to the desired gear stage.

When the vehicle starts, the solenoid valve 5 is operated when the hand brake 18 and the brake pedal 16 are "off" so that the throttle actuator 4 is set to a predetermined value, for example, the engine 3. The engine speed was increased by RRM 1500 so that the engine load was increased so as not to turn off even when the brake 3 was in the half-clutch state.

According to the configuration described above, the control unit 17 has a brake pedal 16, a hand brake 18, an accelerator pedal sensor 12, a clutch pedal position sensor when the manual and semi-automatic switching switches 6 are selected semi-automatically. Analyzes the information of the output of the 15 and the sensor for detecting the state of the load amount, speed, etc. of the engine 1, and automatically adapts to the clutch 3 when the shift lever switch 20 is "on / off". Automatically adjust the connection speed of the control to control the comfortable operation.

The vehicle transmission control apparatus and the control method of the present invention having the above-described configuration will be described in more detail with reference to the drawings of FIGS. 3 to 5 as follows.

Now, when the vehicle driver starts (step 32 in FIG. 3), the control unit 17 detects the state of the manual or semi-automatic switching switch 6 and searches for whether the current mode is manual or semi-automatic (FIG. 34) process). In the above search, if the switching state of the manual and automatic conversion switch 6 is manual, the manual mode is set so that the normal manual clutch is operated (step 36 in FIG. 3). If, in the search, the switching state of the manual and automatic switching switch 6 is automatic, a semi-automatic mode is entered. That is, it controls so that power is supplied to the sensor unit for detecting various states, and searches whether the current vehicle speed is less than or equal to the prescribed speed (3rd process in FIG. 38).

Referring to the embodiment of the semi-automatic mode, as described above, the CPU 7 in the control device 17 first receives the speed of the car from the speed sensor 10 via the I / O device 9. In addition, the CPU 7 compares the predetermined speed (for example, 1 KM) previously stored in the memory 8 of the control device 17 with the speed output from the speed sensor 10 to detect the speed in advance. If the stored speed is equal to or higher than the specified speed, the shift mode (step 3, FIG. 42) is performed.

In general, since a vehicle starts driving in a stationary state, the vehicle will be described in the starting mode for convenience.

4 is a detailed flowchart of the oscillation mode shown in FIG. Performing the process 40 of FIG. 3 described above, the CPU 7 in the control device 17 searches whether the brake pedal 16 and the handbrake 18 are in the mode " off " state (fourth process 44, 46). process). In this state, when both the brake pedal 16 and the hand brake 18 are "off", a signal of "low" level is input to the I / O device 9, and the CPU 7 in the control device 17 By detecting this, the solenoid valve 5 is operated to operate the preset throttle actuator 4 (eg engine RPM 1500) through the I / O device 9 according to the sequence stored in the memory 8 in advance. Operate (step 48 in FIG. 4). The CPU 7 then searches to see if the accelerator pedal 11 has been pressed (fourth step 50). At this time, searching whether the accelerator pedal 11 has been pressed is read by the CPU 7 by reading the output of the accelerator pedal position sensor 12 from the I / O device 9.

If it is determined in the above that the accelerator pedal 11 is not stepped on, the clutch 3 in the control unit 17 does not press the accelerator pedal 11 as the contents stored in the memory 8, so that the clutch 3 does not press the second pedal. A CW signal is applied to the driving circuit of FIG. 7 to control the motor 14a of the clutch pedal driving device 14 so as to be in a half clutch state (for example, accelerator pedal position sensor S2 position) as shown in FIG. 4 FIG. 52 process).

FIG. 7 is a driving circuit for driving the motor 14a in the clutch pedal driving device 14 shown in FIG. 6, in which, when the CW signal is input, the transistor Q1 and the transistor Q4 are " on " When 14a) is rotated in the clockwise direction and the CCW signal is input, the transistors Q2 and Q3 are turned "on" to rotate the motor 14a counterclockwise. At present, such a motor driving circuit may be easily manufactured by those skilled in the art.

The CPU 7 in the control unit 17 which has performed the fourth process of FIG. 52 reads the output of the clutch pedal position sensor 15 to find out whether the clutch 3 is fully connected (process of FIG. 54). If the clutch 3 is not completely connected in the search, the CPU 7 in the control unit 17 controls the motor 14a in the clutch pedal drive unit 14 until the clutch 3 is fully connected. When the clutch 3 is completely connected by the control of the clutch pedal 13, the CPU 7 in the control unit 17 "offs" the solenoid valve 5 for the throttle actuator 4, and FIG. Return to the main routine (38 in FIG. 3) (FIG. 56 56).

Therefore, when the speed of the vehicle is sensed in the half-clutch state and the vehicle speed (for example, 5 KM or more) is reached, the motor 14a in the clutch pedal drive device 14 is continuously controlled (for example, S5 position) to continuously connect the clutch 3. (100% connection)] allows slow speed control and prevents the engine 1 from turning off due to the rapid clutch 3 connection.

On the other hand, when the brake pedal 16 and the hand brake 18 are "off" and the accelerator pedal 11 is directly pushed in (step 44 of FIG. 4 to step 50 of FIG. 4), the controller 17 is the engine. The oscillation operation is controlled as follows according to the specification.

For gasoline and LPG engines (66 in FIG. 4), the CPU 7 in the control unit 17 receives the accelerator pedal position sensor 12 and the engine speed from the ignition coil 2 to calculate the engine speed. The calculated engine speed is compared with the engine speed (for example, RPM 1700, 1800, 1900) previously stored in the memory 8 (68 in FIG. 4). As a result of the comparison of the speeds, if it is determined that the current engine speed is faster than the preset value, the CPU 7 quickly connects the clutch connection according to the number of PRMs as shown in B and C of FIG. 2 (for example, the clutch pedal position S3, Connect to S4 and connect to S5 according to time) (step 70 of FIG. 4). Therefore, when the user steps on the accelerator pedal 11, the CPU 7 is controlled in the same state as the driving condition of the manual transmission vehicle by accelerating the connection speed of the clutch 3 in accordance with the engine speed. At this time, the depression amount of the clutch pedal 13 is controlled by controlling the clutch pedal driving device 14 as described above.

In addition, when the engine is diesel (60 in FIG. 4), the CPU 7 in the control unit 17 senses the position of the accelerator pedal position sensor 12 and converts it to the load of the engine 1 to accelerate the accelerator. It searches whether the depression amount of the pedal 11 is larger than the preset depression amount (step 62 in FIG. 4). Converting the output value of the accelerator pedal position sensor 12 to the load amount of the engine 1 is performed by using values previously stored in the memory 8 (for example, S6: 1700, S7: 1800, S9: 1900). When the depression amount of the accelerator pedal 11 is larger than the preset depression amount in the search process, the CPU 7 in the control unit 17 performs the above-described process to set the connection speed of the clutch 3 in FIG. The motor 14a of the clutch pedal drive device 14 is controlled so as to be connected quickly. If the depression amount of the accelerator pedal 11 is not larger than the preset depression amount in the search process, the CPU 7 in the control unit 17 sets the connection speed of the clutch 3 at the same speed as B of FIG. The motor 14a of the clutch pedal drive device 14 is controlled to be connected (step 64 in FIG. 4). Therefore, when the user presses the accelerator pedal 11 immediately after turning off all the brakes, the CPU 7 adapts to the engine speed and advances the connection speed of the clutch 3 more quickly, thereby driving the manual transmission vehicle. Controlled to the same condition as the condition.

When the clutch 3 is completely connected by the control operation as described above, the CPU 7 in the control device 17 "offs" the solenoid valve 5 and the throttle actuator to start the vehicle after being started. And operate in the same state as (Fig. 56, process 4).

As described above, the control of the connection speed of the clutch 3 in the oscillation mode according to the present invention can prevent the sliding phenomenon on the hill by adapting and controlling the load of the engine and the depression amount of the accelerator pedal 11, It can be seen that sudden start is controlled to be possible. Rapid start is possible even in the semi-automatic mode where the clutch is not operated manually by the user, so that the start can be started quickly and the slippage on the hill is eliminated.

On the other hand, if it is determined in FIG. 3 that the current speed is equal to or higher than the prescribed speed, the CPU 7 in the control device 17 determines that the current mode is the shift mode (step 42 in FIG. 3).

FIG. 5 is a detailed flowchart of the subroutine for the shift mode shown in FIG. That is, the flowchart of FIG. 5 is the control procedure in the shift mode, and when the speed of the vehicle is equal to or higher than the prescribed speed of the vehicle, the CPU 7 in the control unit 17 causes the shift lever switch 2 attached to the shift lever 19 to be "on". Search whether it is completed (72 of FIG. 5).

In the above state, the shift lever switch 20 attached to the shift lever 19 is "on" by the driver's action, and this signal is transmitted to the CPU 7 through the I / O device 9 in the control unit 17. Is transmitted, the CPU 7 determines that the shift lever switch 20 is " on ".

At this time, the CPU 7 outputs the CCW signal to the same circuit as the seventh degree in accordance with the sequence stored in the memory 8. When the CCW signal is output "high" through the I / O device 9 in the control device 17, the transistor Q2 and the transistor Q3 are "on" by the CCW signal as described above, and the clutch pedal The motor 14a in the drive unit 14 is driven counterclockwise to " off " the clutch 3 (74 process in FIG. 5). Therefore, it is possible to shift the gears in the transmission 10 by moving the shift lever 19. In the above state, when the driver shifts the gear by the shift lever and then "shifts" the shift lever switch, it is input to the CPU 7 through the I / O device 9 and the CPU 7 enters the I / O device ( It is detected by the signal input through 9) that the shift lever switch 20 is " off " (76 in FIG. 5).

At this time, the CPU 7 compares the speed input from the speed sensor 10 with the speeds 1, 2, 3, (eg, 15 KM, 30 KM, 40 KM) previously set in the memory 8, and compares the running speed of the current vehicle. It detects (78-82 process of FIG. 5). If the speed of the current vehicle is faster than the speed 3 previously stored in the memory 8 by the above speed detection process (82 in FIG. 5). The CPU 7 connects the clutch 3 by controlling the clutch drive motor 14a as shown in the clutch connection speed stored in the memory 8 in advance, that is, the speed 7 in FIG.

If the running speed of the current vehicle is less than or equal to the speed 3 set in the memory 8 and more than the speed 2 (82 in FIG. 5), the CPU 7 receives an input from the accelerator pedal position sensor 12 and determines whether it has been returned. Search (step 86 in FIG. 5). When the accelerator pedal 11 is depressed, the CPU 7 controls the clutch 3 by operating the clutch driving motor 14a as shown in the speed 5 of FIG. 9 of the clutch connection speed set in the memory 8 in advance. (88 in FIG. 5). If there is no output from the accelerator pedal position sensor 12, the clutch 3 is connected to the clutch 8 by controlling the clutch driving motor 14a as shown in the speed 6 of the clutch connection speed 9 in the memory 8 (90 in FIG. 5). process).

Therefore, if the current driving speed is equal to or greater than the preset speed 3 (40 KM), the clutch 3 is connected at high speed, and if the traveling speed of the vehicle is equal to or less than the preset speed 3 (40 KM) and equal to or greater than the preset speed 2, the clutch ( It can be seen that the connection speed of 3) is relatively high speed depending on the depression amount of the accelerator pedal 11.

If the vehicle speed is less than speed 2 (30KM) and more than speed 1 (15KM), the CPU 7 receives an input from the accelerator pedal position sensor 12 and searches whether the accelerator pedal 11 has been stepped on (see FIG. 5). Course 92). When the accelerator pedal 11 is pressed in the searching process, the CPU 7 controls the clutch driving motor 14a such as the clutch connection speed preset in the memory 8 and the speed 9 in FIG. (No. 94 in FIG. 5), and if there is no input from the accelerator pedal position sensor 12, the clutch 3 is connected to the memory 8 at the preset clutch connection speed and the speed 10 in FIG. 9 (FIG. 96 courses). Therefore, if the speed of the vehicle is a predetermined speed, that is, 15 KM or more and less than 30 KM, the speed of the vehicle is controlled to a connection speed adapted to the depression state of the accelerator pedal 11 so that the connection of the clutch 3 is automatically controlled to match the speed.

On the other hand, if the vehicle speed is less than speed 1 (15 KM), the CPU 7 checks whether the brake pedal 16 has been pressed (step 98 in FIG. 5). If the signal output from the sensor connected to the brake pedal 16 is "high" level in the above check process, the CPU 7 determines to stop, and keeps the clutch in the "off" state so that the engine does not turn off, and returns. . If the signal output from the sensor of the brake pedal 16 is "low" in the course of the check, the CPU 7 searches whether the accelerator pedal 11 has stepped on as the signal output from the accelerator pedal position sensor 12. (100 process in Fig. 5). If the accelerator pedal 11 has not been depressed in the above search process, the CPU 7 connects the clutch 3 to the memory 8 as shown in the preset clutch connection speed, speed 8 in FIG. 9 (104 in FIG. 5). process). However, if the accelerator pedal 11 is stepped on in the above search process, the CPU 7 connects the clutch 3 to the memory 8 at the clutch connection speed 4 preset (step 102 in FIG. 5). Here, the clutch connection speed 4 is slower than speed 10 and faster than speed 8 in FIG.

Therefore, the control of the connection speed of the clutch 3 is controlled automatically by adapting the control of the connection speed of the clutch 3 to the speed of the vehicle and the depression amount of the accelerator pedal 11 by the above control, so that the clutch pedal 13 is operated more stably than the manual operation state. I can do it and can have a comfortable ride feeling.

As described above, the present invention simply eliminates the shortcomings of conventional manual, semi-automatic or fully automatic transmission vehicles, thereby attaching very simple and easy-to-install controls to a vehicle equipped with a conventional manual transmission, thereby making manual or semi-automatic. By selecting the operator arbitrarily, it is possible to efficiently control the vehicle transmission in any traffic condition so that the shift can be performed without slipping even when starting after stopping at a hill road.

Claims (8)

A transmission 21 for shifting the driving speed in response to the operation of the engine 1, the accelerator pedal 11, the brake pedal 16, the shift lever 19, and the engine 1 And a transmission device positioned between the transmission 21 and the clutch 3 for transmitting the power of the engine 1 to the transmission 21 in response to the depression amount of the clutch pedal 13. In the manual and semi-automatic conversion selection means (6) for generating a signal for selecting and switching the transmission mode to either one of manual and semi-automatic modes, and a predetermined portion of the shift lever (19). It is positioned, and coupled to the shift lever conversion signal generating means 20 for generating a shift scheduled signal at the gear shift, and the clutch pedal 13, the clutch 3 is driven up and down in response to a drive control signal. ) Is connected "on" / "off" to correspond to the amount of depression of the clutch pedal 13. Clutch drive and detection means (14, 15) for generating a clutch position signal and the transmission 21 is coupled, and outputs a speed detection signal by detecting the vehicle running speed by the rotation of the gear shaft in the transmission (21) It is coupled to the speed detecting means 10, the brake pedal 16, the brake detecting means 22 for outputting a brake detection signal in response to the brake pedal is activated, and is coupled to the accelerator pedal 11 The accelerator pedal depression amount detecting means 12 for generating a detection signal corresponding to the depression amount of the accelerator pedal 11 and the engine (1) in order to add or subtract the load of the engine 1 in response to a fuel supply control signal. 1) the throttle control means (2, 4, 5) for adjusting the amount of fuel supplied to the apparatus, and the signals which are electrically connected to each of the above means and input the various signals generated from the means and analyze the results. And at least control means 17 for controlling the throttle control means 2, 4, 5, clutch driving and sensing means 14, 15, the brake being in response to the input of the semi-automatic mode selection signal " From the moment of turning "off", the clutch 3 is controlled to become a half clutch and the throttle control means 2, 4 and 5 are driven to raise the load of the engine 1 and the running speed of the vehicle is increased. Manual, semi-automatic vehicle transmission control device characterized in that when the predetermined speed is reached to stop the drive of the throttle control means (2, 4, 5) to fully engage the clutch. 2. The manual and semi-automatic conversion selection means (6) according to claim 1, wherein the manual and semi-automatic conversion selection means (6) are arranged on an electrical equipment panel near the driver's seat of the vehicle and electrically connected to the control means (17) and receive a manual selection signal in response to the first switching. Generating and supplying to the control means (17) and generating a semi-automatic selection signal in response to the second switching to supply to the control means (17). The shift lever conversion signal generating means (20) has a switch (20) located above the shift lever (19), and is switched every time the driver wants to shift the gears. Manual, semi-automatic vehicle transmission control device characterized in that for supplying to the control means (17). 4. The control means (17) according to claim 3, wherein the control means (17) is located between the engine (1) and the transmission (21) in response to the switching of the switch (20) located above the shift lever (19). Manual and semi-automatic vehicle transmission control device characterized in that for supplying the clutch off drive signal to the clutch drive and detection means (14, 15) to separate the clutch (3). The method of claim 1, wherein each of the accelerator pedal depression amount detecting means 12 and the clutch driving and detecting means 14 and 15 has at least one position sensor including a photo interrupt. Vehicle transmission control. 2. The throttle control means (2, 4, 5) according to claim 1, having an ignition coil means (2) connected to the engine (1), the ignition coil means (2) rotating the engine (1). Manual and semi-automatic vehicle transmission control device, characterized in that for detecting the RPM and transmitting a rotation detection signal having a level corresponding to the control device (17). A transmission 21 for varying the traveling speed in response to the operation of the engine 1, the accelerator pedal 11, the brake pedal 16, the clutch pedal 13, and the shift lever 19, and the engine A clutch 3 located between the transmission gear 21 and the transmission 21, manual and semi-automatic shift selection means 6 for manually or automatically selecting the vehicle shift mode, and the shift lever 19 It is coupled to the shift lever conversion signal generating means 20 and the clutch pedal 13 which generate a shift scheduled signal at the time of shifting, and is driven up and down in response to a drive control signal to turn on the clutch 3. It is coupled to the clutch drive and detection means 14 and 15 and the transmission 21 for connecting " off " and generating a clutch position signal corresponding to the amount of depression of the clutch pedal 13. The speed detecting means 10 which detects a speed and outputs a speed detecting signal, and the brake pedal 16 responds when the brake pedal 16 operates. Brake detection means 22 for outputting a brake detection signal, accelerator pedal detection means 12 for generating a detection signal when the accelerator pedal 11 is operated, and the engine 1 in response to a fuel supply control signal. The throttle control means (2, 4, 5) for controlling the amount of fuel supplied to the control unit, and electrically connected to each of the one means to input and analyze a variety of signals according to the analysis result and the throttle control means (2, 4, 5, a control method of a drive, semi-automatic vehicle transmission control apparatus having control means 17 for controlling the clutch drive and the sensing means 14, 15, the current running of the vehicle in response to the semi-automatic selection. Mode search processes 32, 34, 36, 38 for detecting the oscillation or shift mode by comparing the speed with a preset reference speed, and the detection of the oscillation mode are carried out in the " off " state of the brake means 22. FIG. In response to the throttle control means (2, 4, 5) The oscillation control process 40 (44 to 70) for outputting the fuel supply control signal to raise the load of the engine 1 to cause the vehicle to start at low speed, and detecting the shift mode. A shift control process for comparing the traveling speed with the preset traveling speed of the vehicle and outputting a drive signal to the clutch driving and sensing means 14 and 15 as the connection speed of the clutch corresponding to the comparison result to control the connection of the clutch. (42) (72 to 104) control method of a manual, semi-automatic vehicle transmission control device characterized in that. 8. The vehicle according to claim 7, wherein the current speed of the vehicle is sensed in response to " off " of the brake 16 during driving, and the current speed of the vehicle is slower than the preset speed value in comparison with the preset speed value. A shift control method further comprising the step of "off" the clutch (3) to prevent a complete stop of the engine (1).