JPH05296325A - Electro-mechanical automatic transmission - Google Patents

Abstract

(57) [Abstract] [Purpose] Economically and operationally perform appropriate automatic gear shifts in accordance with a command program that accurately controls gear selection, speed-up shift, deceleration shift, and clutch engagement to achieve fuel efficiency and runnability. To improve. [Constitution] Throttle valve position signal, engine speed signal,
It has an operating information input signal of an output shaft speed signal and processes it to generate an output signal for controlling the transmission. This processing program is provided in the information processing unit (24) to indicate a predetermined calculated engine speed and to modify the program at a predetermined time interval following the selection of a new gear ratio. Also included is output signal response means for shifting the transmission to the selected gear ratio in response to changes in the selected gear ratio.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION The present invention relates to electronically controlled mechanical transmissions and clutches, particularly gear selection and shift determination, such as vehicle and engine speeds, rate of change of vehicle and engine speeds, and the like. The present invention relates to an electric / mechanical automatic transmission that is performed based on parameters.

[0002]

2. Description of the Prior Art Operators of new tractor trailers must be well trained and substantially skilled in driving such vehicles. Perhaps the most highly skilled driver's function is the selection of gears and the operation of clutches to drive the vehicle effectively, economically and safely. For example, the operator must be able to accurately correlate the accelerator pedal position and thus the engine speed with the engagement of the clutch in order to start the vehicle smoothly. If the clutch is engaged late when the engine speed is excessive, the clutch surface will wear quickly. Under the same conditions, abrupt engagement of the clutch will cause the truck to tip or rattle as it begins to travel. Such improper operation may require early clutch repair or cargo damage.

A similar failure occurs when the clutch is engaged when the engine speed is insufficient. When the engine is running at a low speed, sufficient power is not generated to move the vehicle. Therefore, when the clutch is engaged under these conditions, the engine stops. When such a situation occurs on an uphill road, the vehicle is easily damaged and an accident is likely to occur.

The maneuvering of large trucks with heavy-duty gearboxes without gear synchronizers also requires skill in synchronizing the speed of the next selected gear to each of the parts that are intended to engage this gear. I need. Generally this is clutch 2
Can be done by stepping. That is, the operator disengages the clutch, shifts the transmission to the neutral position, then engages the clutch again to drive the next selected gear and synchronizes this gear with the part to be meshed, then The person disengages the clutch and shifts the transmission to the selected gear and reengages the clutch. Obviously, this procedure requires a great deal of operator skill and judgment, and that this additional cycling activity promotes clutch mechanism wear.

The above description is basically about how to drive a tractor trailer. There are many additional criteria and parameters for maneuvering that are desirable from an economic standpoint or required from a regulatory standpoint. For example, a skilled operator may be able to fully coordinate shifts, clutch engagements and other maneuvering functions, but generally under such human control all gear selections and shift points have the highest fuel economy. Can't be requested to be optimal for. It is also not required that such operation minimizes vehicle noise or that the vehicle is always driven by gears that produce optimum performance from a load-performance-speed point of view of the entire vehicle.

What is desirable is to monitor the engine and vehicle speeds and accelerations with a wide range of repeatable logic programs to select the proper gear ratios, synchronize the meshing transmission parts, and control the engagement of the clutches. It is clear that it is a device that does. The logic program replaces the instantaneous human judgment with a repeatable accuracy in response to all the driving conditions experienced by the vehicle.

Such a device is conventionally known as a totally mechanical automatic transmission equipped with a torque converter, a circulating gear train and a fluid pressure pump. These transmissions are widely used in the fields of automobiles and light trucks. These transmissions are highly adaptable and respond to vehicle speed, engine speed changes and operator commands, respectively. However, one goal not typically achieved with these transmissions is to have as high an overall efficiency as a manual transmission. It is clear that this low efficiency in maneuvering results in greater fuel consumption in a vehicle with an automatic transmission compared to a comparable vehicle with a manual transmission in maneuvering.
For passenger cars, where convenience is the main consideration, an increase in fuel consumption of 5 to 10% due to automatic transmission is acceptable.

However, automatic transmissions such as those used in passenger vehicles, however, have hitherto not been particularly effective when used in large tractor trailer vehicles. First, the regular fuel consumption increase of 5 to 10% due to the automatic transmission is more likely to increase the fuel consumption in the heavy-duty truck transmission. Become. In addition, the trucks travel between 50,000 and 75,000 miles / year, so the actual cost increase when using the truck automatic transmission is significant.

However, this fuel consumption is not a major obstacle when a transmission of the type used in light vehicles is fitted to a truck tractor. Due to the rigorous and continuous use conditions required for truck tractors to exert their capacity, friction with such transmission parts may be achieved by simply increasing the size of all parts accordingly to provide increased torque and power. It has been found to only result in a significant increase in heat, vibration and shock loading.
Conventional fully automatic transmissions that were able to handle the power required to propel large tractor trailer vehicles also had bulky dimensions. Trucks like this
Any attempt to make the tractor co-operate with the location of the mechanical transmission would require modification of the tractor chassis, drive and even the cab.

The device of the present invention is capable of automatic gear selection, gear synchronization and clutch engagement optimized for use on a truck tractor. Rather than using a fully mechanical device similar to conventional automatic transmissions, the present invention utilizes a conventional manual transmission, electrical and pneumatic actuators, and electronic analog digital control. This control device monitors the engine speed, the rate of change of the engine speed, the vehicle speed, the rate of change of the vehicle speed, and the throttle valve position, commands an actuator to perform an upshift or a deceleration shift, and synchronizes each transmission element. , Engage and disengage the clutch. The electronic control unit is a group of programmed logic units based on the input signals received by these control units and the steps of the logic program upon which a decision to alter the operation of the transmission is made. The logic program represents the coding of rules of operation resulting in compromises and design choices obtained through experimentation, computer simulations and empirical data.
These compromises and design choices will be discussed in more detail.

The electronic control system includes components that collect information from the vehicle and the operator for use by the system. The mode selector switch allows the pilot to
It is possible to select an automatic operation mode in which the transmission is electronically controlled or a manual mode in which the operator commands a speed-up shift and a deceleration shift (however, the command itself does not engage the clutch). This selector also has neutral and reverse gear modes. The position of the throttle pedal or accelerator pedal is also constantly monitored by this electronic control unit.

Electronic tachometer type sensors constantly monitor engine speed, output shaft speed and intermediate shaft speed. The signals from these sensors are used not only by the electronic controller to evaluate the direct condition of the overall system, but also in the calculation of the condition of the transmission when an upshift and a deceleration shift are carried out. To use. These sensors are used to control and confirm that synchronization is achieved between the gears that are to be meshed.

The electronic control unit generates a signal for upshifting or decelerating the transmission. Another output controls engagement or disengagement of the clutch. Another output drives the sync operator to synchronize the speed of each transmission piece that is about to mesh. Still another output controls the flow of fuel to the engine and shuts off the fuel as desired to reduce engine speed regardless of throttle position.

The object of the present invention is to select gears, speed up shifts,
An object of the present invention is to provide an automatic transmission that improves economical efficiency and running performance by performing appropriate automatic gearshifts economically and operationally in accordance with a command program that accurately determines control of deceleration shift and clutch engagement.

Embodiments of an electro-mechanical automatic transmission and a transmission control device according to the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 shows a mechanical automatic transmission 10 according to the present invention.
The respective parts of are shown. The automatic transmission 10 comprises an ordinary multi-speed gear transmission 11 operatively connected to an ordinary friction plate clutch 12 in series with an engine 13. Automatic transmission 10
Output is transmitted by output shaft 14 to a suitable vehicle component such as a differential gear which does not form part of the present invention.

The above-mentioned basic power system parts, that is, a transmission
11, the clutch 12, the engine 13 and the output shaft 14 are monitored by these devices under the action of a plurality of devices described in more detail below. These devices include input signal supply means for giving a plurality of input signals relating to vehicle driving information, and output signal response means for shifting the transmission to a predetermined selected gear ratio. Fuel shutoff valve 15 for stopping the flow of the engine, throttle position monitoring device 16 as throttle control means for detecting the position of the vehicle throttle valve, engine speed sensor 17 for detecting the speed of engine 13, and engagement / disengagement of clutch 12. The clutch operating device 18, the intermediate shaft speed sensor 19 and the output shaft speed sensor 20 for detecting the speeds of the intermediate shaft (input shaft) of the transmission 11 and the output shaft 14 of the transmission 11, respectively, and the transmission 11 are selected. A transmission shift operation device 21 that engages and disengages gears, and an intermediate shaft synchronous brake device 22 and an intermediate shaft synchronous acceleration device 23 that cooperatively synchronize the respective parts of the transmission 11 that are to be associated with each other. is there.

These devices supply information to the central processing unit 24 as an information processing unit and receive commands from it. The processing unit 24 includes the analog digital electronic calculation logic circuit illustrated in FIGS. 5, 6, 7, 8, and 9. This circuit will be described later in detail. The central processing unit 24 also receives an information signal (IG) from an ignition switch 25 which activates the entire mechanical automatic transmission and a shift control unit 26 which receives operator commands regarding the operating mode of the transmission 10.
N). The central processing unit 24 sends a signal (ALAR) to an audible alarm 27 indicating an incorrect or unsafe operating condition.
M). A power supply 28 and a pressurized air supply 29 provide appropriate electrical and pressurized air to the various components of the mechanical automatic transmission 10 illustrated in FIG. 1, respectively.

FIG. 2 shows the parts of the mechanical automatic transmission 10 that cooperate with the engine 13. The fuel cutoff valve 15 is the engine 13
It is located in a fuel line 30 that supplies fuel to the. The shut-off valve 15 is under the control of the central processing unit 24. The valve 15 is normally of the closed type but will open during normal operation due to the presence of the fuel valve signal (FV) from the central processing unit 24. When it is necessary to reduce the speed of the engine 13 during the clutch 12 disengagement gear shift time, the valve 15 is de-energized and
Stop the flow of fuel to.

A diaphragm position monitor 16 is made to cooperate with the engine 13. The accelerator or throttle pedal 31 mechanically controls a fuel regulator 32, such as a carburetor or diesel injector, by means of a linkage 33. The fuel conditioner 32 controls the speed of the engine 13 by adjusting the flow of fuel to the engine 13 in a conventional manner in response to the position of the throttle pedal 31. The link device 33 also activates two switches 34, 35 and a converter 36. A first switch, the iris switch 34, senses the initial movement of the iris pedal 31 and indicates the presence of the operator's foot on the closed iris pedal 31 and produces a iris switch logic signal (TS). A second switch, the anti-walkover switch 35, closes to indicate that the throttle pedal 31 has been pushed all the way to the floor plate, producing a full throttle signal (RTD). The converter 36, which is a potentiometer, has a diaphragm position signal that varies in direct proportion to the position of the diaphragm pedal 31 from the no-load position when the first switch 34 is opened to the full diaphragm position when the second switch 35 is closed. Yields (TP). Switches 34, 35
An on-off signal from the diaphragm switch signal TS,
The crossing prevention switch signal RTD and the proportional resistance signal, that is, the signal TP from the converter 36 are all supplied to the central processing unit 24, and are used in the ethics control circuit to control the automatic transmission 10.

The brake pedal 37 is mounted adjacent to the throttle pedal 31 and allows a vehicle braking device (not shown) to operate in a conventional manner. Brake switch 38 that closes when the brake pedal 37 is pressed to activate the vehicle brake system
Generates a brake signal (BS) by the central processing unit 24 indicating that the brake is in use.

Also associated with the engine 13 is an engine speed sensor 17, such as a magnetic pickup, positioned so as to be radially aligned with a toothed wheel, such as an engine flywheel 39. The teeth of the flywheel 39 induce in the magnetic circuit of the pickup a voltage fluctuation in the coil which supplies the output to the central processing unit 24.

FIG. 3 shows the clutch 12 and the clutch operating device 1.
8, transmission 11, synchronous brake device 22 and synchronous accelerator device 23
Is illustrated.

The clutch 12 is a conventional friction plate structure having a circular clutch plate 40 which is spring-biased and axially movable. The clutch plate 40 moves forward to come into contact with a similar clutch plate fixed to the output shaft of the engine, and retracts by the action of the plurality of spring pieces 41. Clutch plate 40 moves in response to movement of a second group of levers 42 that impart movement of actuator device 43 to clutch plate 40. The actuator device 43 is
It is acted upon by an inflatable annular diaphragm 44 forming one wall of an annular chamber 45 into which pressurized air is introduced. Air is introduced into the chamber 45 via the passage 46. Air flow is controlled by a number of conventional electrically operated two position solenoid valves to control the air pressure in passage 46 and chamber 45 from zero psi to maximum air pressure.

Fine-tune fill valve 47 has an orifice diameter of approximately 0.020 in and, when actuated by a fine-tune fill signal (FF) from central processing unit 24, causes pressurized air to flow in passage 46 at a relatively slow rate. .. Rough adjustment fill valve 48 is approximately 0.045 in
When it is operated by the rough adjustment fill signal (CF) from the central processing unit 24, it has the orifice diameter of
It flows into 46 at a relatively early rate. During normal operation, the valves 47 and 48 operate in the order in which they are added. That is, first, the fine adjustment filling valve 47 is activated to slowly fill the chamber 45 or gradually increase the pressure therein, and then to the rough adjustment filling valve 48.
Is operated in addition to the fine adjustment filling valve 47 to quickly fill the chamber 45.

Clutch chamber with similar device and operation sequence
Controls the discharge of pressurized air from 45. The fine tuned discharge valve 50 has an orifice diameter of about 0.030 in
When activated by a fine-tuning discharge signal (FE) from
And the pressurized air in passage 46 is discharged to the atmosphere at a relatively slow rate. The rough adjustment discharge valve 51 has an orifice diameter of about 0.060 inch, and when actuated by the rough adjustment discharge signal (CE) from the central processing unit 24, the pressurized air in the chamber 45 and the passage 46 is discharged to the atmosphere at a relatively fast rate. To do. The quick release valve 52 is about 0.400 i
has an orifice diameter of n and, when activated, chamber 45 and passage 46.
The pressurized air inside is discharged to the atmosphere almost instantaneously. The three discharge valves 50, 51, 52 are additionally operated sequentially, that is, first the fine-adjustment discharge valve 50 is activated by the FE signal to discharge slowly from the clutch chamber 45 or gradually reduce the pressure therein. Therefore, the rough adjustment discharge valve 51 can be operated by the CE signal in addition to the fine adjustment discharge valve 50, and the chamber 45 can be opened earlier. If desired, all three valves 50, 51, 52 can be activated to reduce the air pressure in chamber 45 to zero almost instantaneously.

The two pressure switches 53 and 54 detect the air pressure in the passage 46 and send a signal to the central processing unit 24. Low pressure switch 53 is normally closed and the pressure in passage 46 is approximately 16 ps.
When it reaches i, it opens and the low-voltage signal (L
P) is sent. This pressure represents a point at which the force generated by the air pressure in the chamber 45 and transmitted to the clutch plate 40 is equal to the preload of the return spring piece 41. Therefore, opening and closing the pressure switch 53 signals the central processing unit 24 that the clutch motion is imminent or has just ended, respectively. High pressure switch 54 closes and sends a high pressure signal (HP) to central processing unit 24 when the air pressure in passage 46 reaches approximately 55 psi. This pressure is sufficient for the pressurized air in the chamber 45 to positively press the clutch plate 40 against the complementary clutch plate attached to the output shaft of the engine 13. At 55 psi the clutch torque capacity is equal to the maximum engine torque. Limiting the clutch pressure to this level will cause the clutch to slip when transient driveline torques in excess of engine torque occur. In this way, damage to the drive system is prevented.

Also shown in FIG. 3 are an input shaft 55, a plurality of drive gears 56 and a driven gear 58 that continuously mesh with each other for transmitting power at a constant selectable reduction ratio, and two intermediate shafts 57, 57A.
Ordinary double intermediate shaft transmission with and (not shown)
11 is shown. The engagement of one selected gear of the plurality of driven gears 58 is achieved by a plurality of axially movable axially movable splined meshing clutches 59 of the output shaft 14 and an intermediate pair of driven gears 58. it can. The transmission gears and shift mechanism are conventional and will be apparent to those skilled in the art and will not be described in detail.

The mesh clutch 59 can be moved back and forth and engaged by the transmission shift operating device 21. The transmission shift operating device 21 includes a plurality of three-position pneumatic cylinders 60.
Is equipped with. Each cylinder 60 drives one of the meshing clutches 59 by means of a fork device 62 into a front or rear meshing position and an intermediate neutral position. FIG. 3 shows the two pneumatic cylinders 60 and their associated valves in axial section for clarity. The number of cylinders 60 must equal the number of meshing clutches 59. Generally, the number of mesh clutches 59 is the same as each mesh clutch.
Since 59 can cause meshing of two gear ratios, 1/100 of the total number of forward and reverse gear ratios selected for the transmission
It turns out that it becomes 2.

A fork device 62 is provided in each cylinder 60.
Is provided with an automatically centered piston 61 mounted on the corresponding mesh clutch 59. Each piston 61 comprises two end rings 53,64. Each ring
63 and 64 slide in the chambers 65 and 66, respectively, between the adjacent end of the cylinder 60 and the fixed stop piece 67 on the wall of the cylinder 60 or the peripheral rib 68 on the outer surface of the piston 61, whichever comes first. To do. In this way, a piston having a differential surface area which is practically equal when the piston is centrally located is obtained. When the air pressures on both sides of the piston 61 are equal during operation, the force generated in a given direction depends on whether each ring 63, 64 contacts a fixed stop piece 67 or a peripheral cylinder rib 68. When the ring 63 contacts the stop 67, the force generated by the pressurized air on the ring 63 is based on the stop 67, and the force generated by the compressed air on the piston 61 is available to restore the position of the piston 61. When the ring 64 is adjacent to the rib 68 of the cylinder 60, the force generated by the pressurized air on the ring 64 is applied to the piston 61. This force is greater than the force on the other side of piston 61. In this way, the piston 61 is positively moved to the center position in the cylinder 60 by applying equal pressure to both sides of the piston 61. The reason is that if the piston is positioned to the left or right of the center, the effective area and hence the force on the piston 61 will be stronger in the direction of centering the piston.

The movement of the piston 61 to the right or left movement limit is quickly performed by supplying pressurized air to the chamber 65 at one end of the piston 61 and discharging it from the other chamber 66 to the atmosphere. .. Pressurization and discharge of the cylinder 60 can be accomplished by a plurality of three-way solenoid valves 69, especially two valves for each piston 60 or one valve for chamber 63 or chamber 64. Each valve 69 is connected to the cylinder 60 via a passage 70 and via a manifold 71 to an air supply source for a vehicle (not shown). Each valve 69 also has an outlet that allows pressurized air to escape to the atmosphere.
Equipped with 72. When energized, each solenoid valve 69 blocks the flow of pressurized air from the manifold 71, and discharges air from the cylinder 60 to the atmosphere via the discharge port 72 through an ordinary electric motor.
It is a directional valve. On the contrary, when each solenoid valve 69 is demagnetized, the pressurized air from the manifold 71 flows into the cylinder 60 and the exhaust port 72 is closed. A command for exciting or deactivating each valve 69 is generated by the central processing unit 24 electrically connecting each valve 69.

The transmission shift operating device 21 further includes a neutral switch 73. The neutral switch 73 is a fork device.
The position of 62 is mechanically detected and closed when all the fork devices 62 are in their respective central positions, indicating that the transmission 11 is in a neutral state. The neutral signal (CN) thus generated is used by the central processing unit 24 as described later.

Information is also provided to the central processing unit 24 by each speed sensor 19,20. Each sensor 19, 20 comprises a magnetic pickup which operates as described above and is well known in the speed sensing industry. The input speed sensor 19 includes intermediate shafts 57, 57.
Aligned with one of the plurality of drive gears 56 mounted on one side of A, the intermediate shaft speed of the transmission 11 is detected and information is supplied to the central processing unit 24. Since the intermediate shaft 57 rotates at a constant speed ratio with respect to the input shaft 55, the intermediate shaft speed measurement value is also used at an appropriate ratio as the count value of the input shaft speed. Output shaft speed sensor 20
Aligns with a toothed wheel 74 mounted on the output shaft 14, senses its speed and inputs this information to the central processing unit 24.

The automatic transmission 10 also includes an intermediate shaft synchronous braking device 22 and an intermediate shaft synchronous acceleration device 23, which are arranged at the front and rear of the transmission 11, respectively. The braking device 22 and the accelerating device 23 cooperate with each other so as to synchronize or substantially synchronize the respective speeds of the respective transmission parts (that is, the gear 58 and the meshing clutch 59) which are to be associated with each other, with the intermediate shafts 57, 57A. And reduce or accelerate the speed of the gears 56, 58. The mechanism and theory of operation is described in US Pat.
No. 3,478,851 and a brief description highlighting the differences between the device and the structure described in the patent specification, which is the main difference between the physical and mechanical structures. Describe.

In the synchronous brake device 22, the speeds of the intermediate shafts 57, 57A and the gears 56, 58 are linked to the output shaft 14 by one of the meshing clutches 59, or the speed of a specific gear to be meshed with the output shaft 14 is changed. It acts to decelerate in synchronization with. The braking action is two sets of clutch plates that sandwich each other
It is carried out by a conventional disc pack type clutch device 75 consisting of 76 and 79. The first clutch plate 76 includes a plurality of inwardly directed splines 77 that engage a plurality of mating splines 78 fixed to the input shaft 55. The first set of clutch plates 76 is a disc pack type clutch device 75, and the second set of clutch plates 76 is
79 and the clutch plate 79 are arranged alternately.
Equipped with a plurality of outward facing splines 80 that engage a plurality of mating splines 81 mounted on the housing of 11. The annular piston 82 is arranged coaxially with the input shaft 55 and is arranged in a radial direction in parallel with a portion of the clutch plates 76 and 79 sandwiched between them. The annular piston 82 expands and contracts in a direction orthogonal to the clutch plates 76 and 79 of the disk pack type clutch device 75 which sandwiches each other. The annular piston 82 is located in the annular cylinder 83. Pressurized air is supplied to the cylinder 83 from a single electric three-way valve 85 via a passage 84. The air valve 85 has a discharge port 86, and when actuated, supplies pressurized air from the manifold 71 to the cylinder 83 to close the discharge port 86. On the contrary, when the solenoid valve 85 is demagnetized, the flow of pressurized air from the manifold 71 is blocked, and the air from the cylinder 83 escapes to the atmosphere via the exhaust port 86. By supplying pressurized air to the cylinder 83, the disc pack type clutch device 75 is pressed and the input shaft 55
The friction force between the friction plate 76 connected to the input shaft 55 and the friction plate 79 connected to the housing of the transmission 11 is increased, so that the input shaft 55
And slowing the speed of the double intermediate shafts 57, 57A to facilitate engagement of the selected mesh clutch 59 with one of the driven gears 58.

The intermediate shaft synchronous acceleration device 23 operates in exactly the same manner as the intermediate shaft synchronous brake device 22, but operates to accelerate the intermediate shafts 57, 57A and the gears 56, 58. This device includes an output shaft 14 and a cooperating mesh clutch.
Required when 59 rotates faster than one of the gears 58 that is about to engage. The intermediate shaft synchronizer 23 comprises a disc-pack type clutch device 88 having two sets of clutch plates 89, 93 sandwiched between them. First set of clutch plates 89
Is the mating spline 91 of the collar 92 mounted on the output shaft 14.
A plurality of inwardly facing splines 90 are formed that mate with each other. The second set of clutch plates 93 is formed with a plurality of outwardly facing splines 94 which mesh with mating splines 95 on the inner surface of the gear 58. Gear 58 is coaxially mounted to output shaft 14 by needle bearings or roller bearings to rotate gear 58 relative to output shaft 14, as is well known in the art. An annular actuating piece 96 is radially aligned with the portions of the disk pack type clutch device 88 that are sandwiched between them. The actuating piece 96 transmits an axial force from the annular piston 98 located in the annular cylinder 99 to the disc pack clutch device 88. A thrust bearing device 97 is inserted between the annular operating portion piece 96 and the annular piston 98. Thrust bearing device 97
Is a rotary pin that is oriented parallel to the axis of the output shaft 14 and the annular actuating piece 96 that rotates together with the disk pack clutch device 88.
Facilitates relative rotation with the annular piston 98, which is prevented from rotating by 100. The rotating pin 100 is fixed to the rear wall of the annular cylinder 99 and projects into a blind hole 101 in the annular piston 98. Compressed air is supplied into the annular cylinder 99 via the passage 102, extending the annular piston 98 and advancing the annular actuating piece 96 towards the disc-pack type clutch device 88 to provide two sets of interlocking clutches. Increase the friction between the plates 89 and 93. In this way, the speed of each intermediate shaft 57, 57A is increased to ensure that the selected one of the driven gears 58 is synchronized with its cooperating mesh clutch 59 prior to coupling.
A three-way electric solenoid valve 103 connected to the manifold 71 forms a discharge port 104. Exhaust port when valve 103 is energized
104 is closed and pressurized air passes through valve 103 and the intermediate shaft accelerator 23
Work as described above. Degaussing valve 103
The flow of pressurized air from the manifold 71 is blocked, and the air in the annular cylinder 99 is released to the atmosphere via the exhaust port 104. The energy for this synchronizing operation is generated by the kinetic energy of the traveling vehicle transmitted to the transmission 11 by the output shaft 14. The intermediate shaft accelerating device 23 operates in cooperation with the output shaft gear 58A that produces the maximum deceleration, that is, the first gear, and the intermediate shaft accelerating device 23 directs the intermediate shafts 57 and 57A to the transmission gears 58A and the meshing clutches. Of course, we have to be able to drive at the fastest speed needed to get 59 synchronizations.

The central processing unit 24 has six subsystems, namely, a speed synchronizing circuit 112, a gear counting circuit 113, a command logic circuit 114, a shift start circuit 115, and a clutch control circuit 116.
And power supply 117. The pilot shift controller 26 provides the central processing unit 24 with all modes and manual shift commands. Since the control device 26 is connected to each logic circuit in the processing device 24 for the first time, the control device 26 will be described below.

The logic signal of the pilot shift controller 26 is 4
Two operating modes: automatic (AUTO), manual (MA
N), neutral (NEUT) and reverse (REV) signals used by the operator to command a shift in manual mode 2
It contains signals for two instantaneous commands: upshift (MUP) and deceleration shift (MDN). These six logic signals are supplied to the gear counting circuit 113.

The magnetic pickups 201, 204, 207 send information to the speed synchronizing circuit 112 regarding the speeds of the transmission input shaft 55 or the respective intermediate shafts 57, 57A, the output shaft 14 and the engine 13. For the engine 13, the speed synchronizing circuit 112 produces a DC signal or engine signal (ES) which is directly proportional to the shaft speed. Two DC signals are generated for the transmission output shaft 14. The first signal (OS) is an output shaft signal that is directly proportional to the speed of the output shaft 14. This output shaft signal is also a direct measure of vehicle speed. Further, the output shaft speed signal (OS) is a gear counting circuit.
It is amplified (multiplied) by a factor equal to the value of the transmission gear ratio selected by 113. This produces a DC voltage equal to the engine speed if the transmission 11 selects the gear and the clutch 12 is engaged. This second signal is referred to as the Computational Engine Speed Signal (GOS). This GOS signal is a calculated value of the engine speed obtained by multiplying the measured value of the output shaft speed by the reduction ratio of the selected gear.

In addition to these analog signals, the speed synchronization circuit 112 provides a plurality of logic output signals that indicate whether the shaft speed is greater than or less than a preset value. These signals are the acceleration signal (O) derived from the GOS signal and the vehicle underspeed signal (U) derived from the speed of the output shaft 14.

The speed synchronizing circuit 112 also outputs an output shaft signal (OS).
And monitor the difference between the calculated output axis signals. This difference represents the actual speed error between the selected output shaft gear 58A and the output shaft 14. Whenever the absolute value of this error exceeds a predetermined limit, an error signal (E) is output to the clutch control circuit 116.

When one signal is output from the command logic circuit 114, the speed synchronizing circuit 112 sends a synchronous brake drive signal (SB) and a synchronous clutch drive signal (SC) to the appropriate synchronizers 22 and 23.

The main output from the gear counting circuit 113 is the circuit
This is a binary coded information signal for identifying a specific gear selected by 113, that is, a gear count signal (GCN). Use linear 3-bit binary codes for neutral and forward gears. The fourth bit is used for backward movement. The other output or alarm signal (ALARM) from the gear counter circuit 113 sends a signal to the operator via the operator shift controller 26 that an illegal shift has been requested. The gear counting circuit 113 also outputs a final speed up signal (L) indicating either a speed up or speed down shift indicating the direction of the last shift until commanded to forget.
U), which produces the final deceleration signal (LD). The gear counting circuit 113 also comprises a 4-bit up-and-down counter and associated control logic. In response to an acceptable reasonable shift request, the logic circuit provides a clock input to the counter which causes the counter to add or subtract depending on the direction. In the automatic mode (AUTO), the shift request is issued by the shift start circuit 115.
Caused by. In manual mode (MAN), a shift request results from the movement of the pilot shift controller 26 to the upshift (MUP) or deceleration shift (MDN) position. The counter is reset by a neutral command (NEUT) from the pilot shift controller 26. The reverse command (REV), if valid, also resets the counter and produces the output of bit 4.

The command logic circuit 114 is a mechanical automatic transmission.
Binary coded gear count signal (GC
N), vehicle underspeed signal (U) and error signal (E). Logic circuit based on these inputs
114 issues two types of commands. The first type is a direct signal (M1) to the fuel cutoff valve (FV) 15 and the transmission operating device 21.
To (M6) and (MR). These are considered direct commands that perform a particular mechanical function such as interrupting the flow of fuel to the engine 13 or engaging a particular gear ratio of the transmission 11. The second type is indirect commands (SE, QD, CD) used to control the operation of other actuators and circuits, primarily synchronizers 22 and 23 and clutch actuator 18.
Is. The command logic circuit 114 comprises a complex logic delay circuit.

The shift start circuit 115 produces logic commands for upshift (AU) and deceleration shift (AD) in automatic mode. The circuit 115 also produces a deceleration shift enable signal (DE) for use in both automatic and manual modes. Further final deceleration (LD) and final deceleration (L) used to deter improper shifts or to start shifting in some circumstances.
There are various other inputs such as the signal in D).

In the automatic mode, the shift is calculated engine speed (GOS), vehicle acceleration, the position of the diaphragm portion 31 (T
The shift start circuit 115 starts based on a number of factors including P), the rate of change of the diaphragm position, the directions of (LU) and (LD), and the time elapsed since the last shift. At each gear, the signal from the throttle position converter 36 is modified to produce both an upshift point and a deceleration shift point.

The clutch control circuit 116 is a clutch operating device.
Generate a drive signal at 18. The operation of clutch 12 has three main states, disengaged, engaged and engaged. The remove command (CD) is generated by the command logic circuit 114. In this case, the clutch control circuit 11
6 simply sends a drive signal (CD) to the clutch actuator 18. If there is no disengagement command, the operation of clutch 12 is controlled entirely by clutch circuit 116. There are two modes for engaging the clutch 12. That is, it is the mode of starting and running. When the calculated engine speed is below the throttle position dependent value, the clutch 12 is engaged in the start mode. In other cases, the clutch 12 is engaged in the driving mode. There are three sections to engage in the drive mode depending on whether the actual engine speed is higher, lower or equal to the calculated engine speed. Each comparator in clutch control circuit 116 makes this determination. The result of this decision is sent to the command logic circuit 114 for use in making the fuel cutoff decision. clutch
When 12 is completely engaged, the high voltage (HP) signal from the high voltage switch 54 causes the clutch control circuit 116 to be engaged.

The power supply 117 operates from the vehicle electrical system and produces all of the required voltage levels needed to operate the electronics. This includes, for example, filtered unregulated positive supply voltage, regulated + 8V and -6V. The -6V is obtained from a device such as a DC / DC converter well known in the art.

As shown in FIGS. 3 and 4, the speed synchronizing circuit 11
2 includes a transmission output speed sensor 20 having a magnetic pickup 201. The magnetic pickup 201 has an output shaft
The passage of the teeth of the toothed wheel 74 (FIG. 3) mounted on the 14 is detected. With this structure, an AC voltage having a frequency that is directly proportional to the rotation speed of the transmission output shaft 14 is generated. Magnetic pickup
The operation from 201 causes the tachometer circuit 202 to output line 203.
In addition, a DC voltage that is directly proportional to the rotation speed of the output shaft 14 is generated according to the frequency of the pickup signal.

Many of the known tachometer (or frequency-to-voltage converter) circuits can be used. For example, these circuits consist of a comparator which acts as a zero crossing detector. The output of this comparator triggers a pulse generator which produces a constant width amplitude pulse for each trigger. The reduction filter in the tachometer circuit 202 removes the higher frequency components, leaving a DC signal proportional to the speed of the output shaft 14.
In addition, tachometer is National Semiconductor (National
A single chip tachometer circuit such as the LM2917 from Semiconductor) may be used.

The input shaft speed sensor 19 is a tachometer circuit 20.
5 is equipped with a similar magnetic pickup 204 which sends an AC signal. The output of the tachometer circuit 205 through the output line 206 is a DC voltage proportional to the speed of the input shaft 55 and the intermediate shafts 57, 57A. Similarly, the engine speed sensor 17 includes a magnetic pickup 207 that drives a tachometer circuit 208.
The tachometer circuit 208 produces a DC voltage on its output line 209 which is proportional to the speed of the engine 13.

The output shaft velocity signal on output line 203 is amplified by operational amplifier 212. 6 feedback resistors 214, 2
The six-line-to-one-line multiplexer 213 that selects the proper one of 15, 216, 217, 218, and 219 receives the gear count signal (GCN) from the gear counting circuit 113, and by using this multiplexer 213, the operational amplifier 212 is used. Is proportional to the input / output shaft gear ratio, and the ratio of these feedback resistors to the input resistor 211 causes the operational amplifier 212 to have a gain equal to the input / output shaft gear ratio. The signal thus obtained is
When the transmission 11 is in the state of the gear selected by the gear count signal (GCN), the calculated engine speed (GO) from the input shaft 55
S) is represented. That is, the signal on the output line 220 indicates that the drive line is locked, that is, the transmission 11 is in the gear state selected by the gear count signal (GCN).
Represents engine speed when 12 is engaged. In fact
The signal on output line 220 is the calculated engine speed (GOS) at this selected gear.

Various logic decisions require knowing whether the input shaft 55 [and intermediate shafts 57, 57A] or the engine 13 will be at excessive speed at the completion of the shift. An overspeed signal (O) based on this calculated engine speed is produced by the comparator 221 and its bias resistors 222,223. A positive overspeed signal (O) is produced by the comparator 221 whenever the voltage on the conductor 220 representing the calculated engine speed (GOS) from the input shaft 55 exceeds the reference voltage produced by the bias resistors 222, 223. Immediately after selecting a new gear, the overspeed signal (O) of the lead wire 224 is applied to the input shaft 55 and the intermediate shafts 57, 57A.
Or it can be used before the engine 13 has finished accelerating. Therefore, the overspeed signal (O) on the output line 224 can suppress the shift under the overspeed condition. For example, the overspeed indication is set to occur at or slightly above the no-load regulation speed of the engine 13. Similarly, it is necessary to know whether the vehicle speed is above or below a preset minimum speed. The output shaft speed signal on conductor 203 will always be on conductor 22 when the vehicle speed is lower than the preset minimum speed.
8 to a comparator 225 which produces a positive car shortage signal (U).

The input shaft voltage signal on lead 206 is sent to polarity reversal operational amplifier 232 via resistor 231. The gain of amplifier 232 is adjusted by a 6-line to 1-line multiplexer 233 and associated feedback resistors 234, 235, 236, 237, 238, 239. The multiplexer 233 receives the 3-bit binary coded information from the gear counting circuit 113 and receives the feedback resistors 234, 235, 236, 237, 23.
Of the 8,239 gear counting signals from the gear counting circuit 113 (G
The resistor corresponding to the gear ratio indicated by (CN) is connected to the input terminal of the operational amplifier 232. Feedback resistors 234, 235,
The values of 236, 237, 238 and 239 are the operational amplifier 23 for each gear.
2 gain is input shaft 55 [or intermediate shaft 57, 57A] and input shaft
It is a value that is inversely proportional to the gear ratio between 14. That is, the output voltage on conductor 241 is a suitable resistor 234, 235, 236, 2 corresponding to the selected gear ratio of the feedback circuit of operational amplifier 232.
Calculate by dividing the input shaft velocity signal by using 37, 238, 239. Further, because the operational amplifier 232 is connected as a polarity reversal amplifier, the signal on conductor 241 is polarity reversed, ie, equal to the negative input shaft speed divided by the selected gear ratio.

The output of the polarity reversal operational amplifier 232 is sent through a voltage divider resistor 242 and also leads 203 of the tachometer circuit 202.
Is output to the amplifier 244 via the voltage dividing resistor 243. Feedback resistor 245 is connected between the input and output terminals of amplifier 244. The output on lead 246 of amplifier 244 is the negative actual output speed produced by the combination of the positive actual speed of output shaft 14 monitored by sensor 20 and the polarity reversal operational amplifier 232-multiplexer 233 receiving the signal from input shaft speed sensor 19. Represents the difference between the calculated speed. Lead wire 24
The signal of 6 is an error signal and rotates together with the main shaft gear 58 and the output shaft 14 which are identified by the gear count signal (GCN) which rotates due to the meshing relationship of gears with respect to the transmission parts which are related to each other, that is, the input shaft 55. It represents the relative difference in speed with the mesh clutch 59.

This error signal on conductor 246 is then sent to complementary voltage comparators 247, 250. The output of the voltage comparator 247 is positive whenever the speed of the selected spindle gear 58 exceeds the actual speed of the output shaft 19 by an amount equal to the reference level set by each voltage divider resistor 248, 249. Similarly comparator 25
The output of 0 is always positive when the speed of the selected main shaft gear 58 is lower than the actual speed of the output shaft 58 by an amount equal to the reference level set by each voltage dividing resistor 251, 252. These reference levels are acceptable speed errors, i.e. selected spindle gear 58, to engage mesh clutch 59.
And the relative difference between the rotational speeds of the output shaft 14 is set equal to or lower than this. For example, this reference level is 25 rpm
Or less.

The output signals from the comparators 247 and 250 are, as illustrated in FIG. 5, an OR gate 253 and two AND gates.
Send to 254, 255. The OR gate 253 sends a logic error signal (E) to the command logic circuit 114 indicating that there is a speed error between the transmission components that is greater than an acceptable level. This error signal (E) is used by the command logic circuit 114 to control and sequence the shifting process.

An attempt to synchronize the transmission 11 will only occur if some conditions are met, including the clutch 12 being disengaged and the transmission 11 being neutral. When all conditions are met and it is desirable to synchronize transmission 11,
The command logic circuit 114 sends the synchronization enable signal (SE) on conductor 256.
To send to the AND gates 254 and 255. Synchronization enable signal (S
E) is present and a positive signal from comparator 247 or comparator 250 is present, AND gate 254 or AND gate
255 passes through buffers 257 and 258, and depending on the magnitude and direction of the input / output speed error, the synchronous brake drive signal (SB) or the synchronous clutch drive signal (SC) required for the synchronous brake device 22 or the synchronous accelerator device 23 as required. ) Is sent. Speed synchronization circuit
112 is also the actual engine speed signal (E
S) and a calculated engine speed signal (GOS) on line 220 to provide a complementary pair of comparators 261, 262. The signals (ES) and (GOS) are supplied to the comparators 261 and 262 via the four voltage dividing resistors 263, 264, 265 and 266 connected as shown in FIG. The comparator 261 is a command logic circuit.
It sends an engine high speed (FH) signal to 114 and clutch control circuit 116 indicating that the actual engine speed is higher than the calculated engine speed. The comparator 262 is the clutch control circuit 11
Send an Engine Low Speed (EL) signal to 6 indicating that the actual engine speed is lower than the calculated engine speed.

FIG. 5 illustrates the gear counting circuit 113. The main function of the gear counting circuit 113 is the binary coded gear counting signal representing the selected gear ratio for use in selecting another suitable gear ratio for the transmission 11 in response to the logic signal provided to it. (GCN).

The gear counting circuit 113 includes a speed synchronizing circuit 112,
Shift start circuit 115, ignition switch 25, pilot shift control device 26, throttle switch 34, ride-throu
gh-detent) switch 35, brake switch 38 and neutral switch 73. These signals are applied to a field programmable logic array 301 to produce the information on which the gear selection is based. Also, special logic elements can be used. Logical array for field programming
Depending on the number of input terminals to 301, two additional logic devices, namely two fixed storage devices (ROM) 302, 303 are utilized, which in advance receive the information received from the shift start circuit 115 and the pilot shift control device 26, respectively. Encode. Field programmable logic array 301 and ROM 30
The logical instructions with 2, 303 are included in the logical law (q, v.). Basically, each logic device, that is, the logic array 301 and the ROMs 302 and 303, are used to transmit the binary-encoded gear count signal to the transmission.
Limit the number of forward gears included in 11 and select a new gear in automatic mode in response to a request to shift start circuit 115 and manually in response to an explicit pilot command from pilot shift controller 26. Select a new gear for the mode, start the shift to the starting gear, usually the first gear in the automatic mode, suppress the selection of the gear that causes the engine 13 overspeed in any mode, The program is set so that selection of a new gear is suppressed when a defect condition is detected, and a sequence of urging and stopping is generated.

The gear count signal (GCN) is driven by the logic output of a field programmable logic array 301 and a clock pulse oscillator 305 and an up-down counter.
Caused by 306. The field programmable logic array 301 has a clock pulse generator 305 on conductor 304.
A clock enable signal (CLE) for energizing
If a speed-up shift is instructed to the positive or true, and if a deceleration shift is instructed, a logical signal (UP) which is not zero or true is output to the conductor 30.
8 and a logic signal (RESET) which resets the up-down counter 306 to zero, respectively. Clock pulse oscillator 305 produces clock pulses at a repetition rate of, for example, 100 Hz. The clock frequency is not critical. This clock frequency must be low enough for the various circuits, particularly the speed synchronization circuit 112 and the shift start circuit 115, to respond to the new gear selection. At the same time, it must be fast enough to allow proper gear selection before each mechanical part of the system can respond. Gear counting signal (GC
N) is conveyed by four conductors 309, 310, 311, 312. The up-down counter 306 counts up when it receives a pulse from the clock pulse oscillator 305 while the positive upshift signal (UP) is present on line 307. Contrary to this, the increment-decrement counter 306 decrements when it receives a pulse from the clock pulse oscillator 305 while there is no signal on conductor 307. The forward gear selected by the gear counting circuit 113 is represented in binary coding on the three conductors 309, 310, 311. Lead wire
The reset signal (RESET) at 308 resets the up-down counter 306, causing the signals on the three conductors 309, 310, 311 to go to zero. The field programmable logic array 301 also produces a logic or shift reset signal (SR) on the fourth gear counting conductor 312 corresponding to the reverse gear. Each conductor 309, 310, 311, 312 illustrated in FIG. 5 carries a 1-bit gear count signal (GCN).

The delay device 319 sends a signal to the enabling input terminal of the field programmable logic array 301.
This signal is produced by raising the supply voltage to an acceptable level and lasts a fraction of a second thereafter. The output of the field programmable logic array 301 is not enabled while the signal from the delay device 319 is present. In this state, the logic level of the output from the field programmable logic array 301 is set to the ground potential or the power supply voltage level by the resistors connected from these output terminals.

The placement of each resistor 313, 314, 315, 316, 317 is such that the counter 306 resets and the oscillator does not work or generate an alarm. Also, the backward code lead 312 is set to logic zero. In this way, the gear counter 306 is always forced to select neutral when energized.

The latch circuit 321 includes an increment / decrement counter 306.
Counts one step in response to each explicit request for acceleration or deceleration by the pilot shift controller 26. The signal on lead 322 can be sent to ROM 303 either automatically (AUTO) or manually (M
It is normally set and kept at a high value by the presence of the signal (AN). No signal is present on conductor 322 whenever a speed up (MUP) or speed down (MDV) shift is requested via the pilot shift controller 26. When there is no signal on conductor 322 and there is no clock pulse on conductor 323, the output (ONE) of latch circuit 321 is set to a low value to prevent further shifting. Therefore, for each request to accelerate or decelerate, the operator must return the pilot shift controller 26 to the manual or automatic position and set the output (ONE) to a high value before accepting another shift request.

The gear counting circuit 113 also produces a final speed up signal (LU) and a final deceleration signal (LD) indicating the direction of the final shift. Each latch circuit 333, 336 stores in its respective output lead 334, 337 the signal present on the data input line 307, 339A when the voltage on the clock input line 323 rises, respectively. The data input to latch circuit 333 is the (UP) signal on conductor 307. Inverter 339 is (UP) signal line
It is connected between 307 and the data input terminal of the latch circuit 336. That is, the data input to the latch circuit 336 is (U
P) Positive if the signal is not positive.

That is, the latch circuit 333 in the lead wire 334.
(LU) is always positive when the counter 306 is incrementing. Similarly, latch circuit 33 on conductor 337
The final deceleration signal (LD), which is the output of 6, is the counter 306
Until it does a decrement count or the reset lead 335 described below.
Remains positive until reset by the signal. Similarly, the last decrement signal (LD) on lead 337, once set, remains positive until counter 306 increments or is reset by the signal on reset lead 329, described below.

The clock pulse (CP) signal on line 323 also feeds delay unit 325. The delay device 325 produces a pulse which occurs at the same time as the clock pulse and lasts for about 0.5 sec. This lengthened clock pulse is then
Supply to 326 input terminals. The polarity inverting amplifier 326 produces a true or high signal whenever the lengthened clock pulse produced by the delay device 325 is not present at the input terminal of the amplifier 326. The output of the polarity inverting amplifier 326 is supplied to one input terminal of the AND gate 327 with a triple input terminal. The AND gate 327 with triple input terminal also receives the shift reset (SR) signal on the conductor 331 from the shift start circuit 115. The third input to the AND gate 327 with triple input terminal is supplied from the output terminal of the latch circuit 333. Latch circuit 333 provides the last boost (LU) signal on conductor 334 to shift start 115 and AND gate 327 with triple input terminals. This speed up (LU) signal is positive or true if the direction of the last shift was speed up. This signal remains positive until a deceleration shift command is given. Last acceleration (L
U) signal is present on conductor 334, there is a shift reset (SR) signal on conductor 331 and the polarity inverting amplifier 326
The output of amplifier 326 is positive because there is no delayed clock pulse on its input terminal, and AND gate 327 with triple input terminal sends a positive signal to latch circuit 333 on reset lead 335 and the output of latch circuit 333. To zero.

A similar circuit resets the final deceleration (LD) signal. This signal is supplied to the shift start circuit 115. The second AND gate 328 with triple input terminals also receives the delayed and inverted clock pulse output from the polarity inverting amplifier 326. Further, an AND gate 328 with a triple input terminal receives a polarity-inverted shift reset (SR) signal from the polarity inversion amplifier 332 and a lead wire from the latch circuit 336.
Receive final deceleration (LD) signal at 337. Whenever these three conditions are true, AND gate 328 with triple input terminals produces a positive signal on conductor 329 which resets the output of latch circuit 336 to the zero state.

As described above, in the present invention, the latch circuits 333 and 336 as the memory means are instructed subsequently to the last speed-up signal (LU) or deceleration signal (LD) indicating the previous shift command. If the shifts made are in the same direction, the contents of memory are not changed.

However, when the shift is in the opposite direction, a reset signal is issued from the AND gate 327 or 378 to the corresponding latch circuit to change the contents of the memory.

FIG. 6 illustrates a command logic circuit 114 which mainly controls the operations of the clutch 13, the fuel cutoff valve 15 and the shift solenoid 69. In all cases, the operation of these components results from the command logic 114 determining that the transmission 11 is not geared properly. This decision is made in two ways. The first is the energizing signal sent by the gear counting circuit 113 to the solenoid valve 69 in agreement with the gear selected in this case, and the second is the speed of the input shaft 55 equal to the gear selected in this case by the gear counting circuit 113. Output shaft against 14
Is the speed ratio.

The first decision is made as follows. The gear counting signal (GCN) from the gear counting circuit 113 is supplied to the 4-bit latch circuit 401. The output of the 4-bit latch circuit 401 is supplied to the fixed storage device (ROM) 402. RO
The M402 decodes the binary gear code into a specific signal for each solenoid valve 69 associated with each gear. A plurality of amplifiers 404 amplify the specific signal from ROM 402 for each solenoid valve 69 to a level sufficient to drive solenoid valve 69. The gear count signal (GCN) to the 4-bit latch circuit 401 is strobed to the output terminal of the latch circuit 401 only when the transmission 11 is about to enter a certain gear.
The logic comparator 403 compares the input and output of the latch circuit 401, and when the input code and the output code of the latch circuit 401 do not match, a signal is always generated on the conductor 406 via the logic inverter 405. That is, at any time, the gear counting circuit 113
A signal is generated if the gear selected by does not match the gear meshed by the transmission 11 or to be meshed.

The second method for determining that the transmission 11 is not in proper gear meshing is the input shaft 55 and the output shaft.
Based on a comparison of 14 speeds. The speed synchronizing circuit 112 has an output shaft
An error signal is produced when the actual speed of 14 differs from the calculated speed of output shaft 14 which is obtained by dividing (or multiplying) the measured speed of input shaft 55 by the currently meshed gear ratio.

The error signal (E) from speed synchronization circuit 112 and the signal on conductor 406 are applied to OR gate 407, the output of which is applied to the set input of RS flip-flop 408. Thus, if either of these determinations indicates that the transmission is out of mesh with the selected gear, then flip-flop 408 is set and leads 409 to a shift order command. RS flip flop 40
Eight is reset by the signal from AND gate 416 on lead 417.

The command logic circuit 114 also controls the operation of the synchronous braking device 22 and the synchronous accelerating device 23 on the conductor 256 by a speed synchronizing circuit.
A sync enable signal (SE) is generated which is controlled via 112. The synchronization enable signal (SE) on conductor 256 is generated by an AND gate 411 with triple input terminals. The output of the AND gate 411 with triple input terminal is the shift order command from the RS flip-flop 408 by the conductor 409 and the low voltage switch.
The low-voltage signal (LP) indicating that the clutch 12 is disengaged by the lead wire 412 from the 53 and the transmission neutral switch 58 to the lead wire 41.
3 goes positive when there is a neutral signal (GN) indicating that the transmission 11 is in neutral.

The error signal (E) from the speed sync circuit 112 is also fed to the polarity inverting amplifier 414, and the signal on conductor 415 thus indicates the absence of an error signal at the input terminal of the amplifier 414. In the opposite case, indicate the opposite. This polarity-reversed error signal on conductor 415 and conductor
Together with 256 synchronization enable signals (SE), they are supplied to the AND gate 416 with a dual input terminal. When both input signals to the AND gate 416 become positive, the AND gate 416 causes the reset input terminal of the RS flip-flop 408 and the delay device 41 to operate.
Send a logic signal to conductor 8 via conductor 417. Delay device 418
Sends a logic signal to one input terminal of the AND gate 419 with a dual input terminal as soon as the signal on the lead 417 becomes positive, and about 1/10 sec after the signal on the lead 417 disappears. Continue sending signals to the input terminal of AND gate 419 with dual input terminal. That is, the signal on the conductor between the delay device 418 and one input terminal of the AND gate 419 with dual input terminals does not have the error signal (E) from the speed synchronizing circuit 112, and the conductor 256 can be synchronized. It represents the transmission condition that a signal (SE) is present.
Furthermore, a delay device 418 and a logical product gate 41 with a dual input terminal
The signal on the conductor to one of the nine input terminals lasts about 1/10 sec after either of the above conditions no longer exists.

The underspeed signal (U) from the speed synchronizing circuit 112 is applied to the polarity inverting amplifier 422, and the output indicating that there is no underspeed signal is output to the other input terminal of the AND gate 419 with the dual input terminal. Connecting. That is, the output of the AND gate 419 represents the transmission condition that there is a logic signal on the conductor between the delay device 418 and one input terminal of the AND gate 419 with dual input terminals, and the polarity inverting amplifier 422. The output of is positive and indicates that there is no underspeed condition.

The aperture switch signal (TS) from the aperture switch 34 is supplied to the polarity inverting amplifier 423. The output of the polarity inverting amplifier 423 is
Positive when not in 31 and aperture switch 34 is not closed. The signal from the polarity inverting amplifier 423 is supplied to one input terminal of the AND gate 424 with the dual input terminal.
The underspeed signal from the speed synchronizing circuit 112 is sent to the second input terminal of the AND gate 424 with the dual input terminal. Thus, the output of the AND gate 424 with the dual input terminal receives the signal of the vehicle underspeed condition by the speed synchronizing circuit 112, and the throttle switch 34 and the polarity inverting amplifier 423 output the throttle pedal 31.
Positive when producing a signal to indicate that the pilot's foot is not on.

Three signals, R- via conductor 409
The output from the output terminal of the S flip-flop 408 and 2
The output from the AND gate 419 with multiple input terminals and the output from the AND gate 424 with dual input terminals are supplied to the OR gate 425 with triple input terminals. OR gate 42
5 always produces a positive output when at least one of the three inputs is positive. The output of the OR gate 425 with a triple input terminal is a clutch release signal (CD) and is supplied to the clutch control circuit 116 and the amplifier 426. Amplifier 42
6 is similar to amplifier 404 and increases the output signal from OR gate 425 with triple input terminals to a level sufficient to directly drive quick release solenoid 52 in clutch actuating device 18.

When a normal amplification shift occurs, the throttle valve of the throttle pedal 31 opens. When the clutch 12 disengages, the engine 13 accelerates to its no-load adjustment speed. Engine for this reason
Increase the throttle during the shift to reduce the speed of 13 to the approximate speed reached after the engine has finished the shift. The comparators 261, 262 of the speed synchronization circuit 112 indicate when the actual engine speed is higher or lower than the calculated engine speed. High-speed signal of engine (E from comparator 261
H) is supplied to one input terminal of the AND gate 428 with triple input terminals and the polarity inverting amplifier 429. The AND gate 428 with triple input terminal also receives a signal from the polarity inverting amplifier 422 indicating to the engine that there is no underspeed condition and the shift order command produced by the RS flip-flop 408 on lead 409. When all three inputs of the AND gate 428 with triple input terminals are positive, the AND gate 428 produces a positive output to the set input terminal of the RS flip-flop 430. Engine high speed signal (E
The output of the polarity inverting amplifier 429, which is positive in the absence of H), is supplied to one input terminal of a logical sum gate 431 having a dual input terminal. Second of OR gate 431 with dual input terminal
The input terminal of the input terminal receives the underspeed signal (U) sent to the polarity inverting amplifier 422 and the AND gate 419 with the dual input terminal. 2 sent to the reset input terminal of RS flip-flop 430 when there is no engine high speed signal (EH) or underspeed signal (U) indicated by the presence of the output from polarity inverting amplifier 429. Positive output from OR gate 431 with multiple input terminals. The output of the latch circuit or RS flip-flop 430 is
Since the inputs of the AND gate 428 with triple input terminal are all positive, it is always positive and remains positive when the set input is positive. The output of the latch circuit or the RS flip-flop 430 is a logical sum gate with a dual input terminal for the reset input of the latch circuit or the flip-flop 430.
431 always stops when one or both is positive by being positive. The output of the latch circuit or the RS flip-flop 430 is an AND gate 432 with a dual input terminal.
Is supplied to one of the input terminals. The second input terminal of the AND gate 432 with dual input terminals is driven by an ignition signal (ING) indicating that the ignition switch is in the ON position. Therefore, when the output of the latch circuit or the RS flip-flop 430 and the ignition ON signal (ING) from the ignition switch 25 are both positive, a positive output is generated by the AND gate 432 with the dual input terminal. Amplifier 433
Is amplified by. The output of the operational amplifier 433 is a shutoff valve.
A voltage level sufficient to drive 15 and deliver fuel to engine 13.

FIG. 7 illustrates the shift start circuit 115. The shift start circuit 115 has a calculation engine speed (GOS).
Produces a shift enablement signal based primarily on the aperture position (TP) signal for.

Amplifier 501 receives the signal from aperture converter 36 and produces a basic aperture correction shift point signal for deceleration shifting. The feedback resistor 502 is connected between the input terminal and the output terminal of the amplifier 501. The gain of amplifier 501 is adjusted by selectively introducing one of a plurality of resistors 504, 505, 506, 507, 508, 509, 510 into the feedback circuit of amplifier 501 by using electronic switch 503. Each resistor 504, 50
The 5, 506, 507, 508, 509, 510 are scaled proportionally to generally represent the gear ratios available in the transmission 11.
The electronic switch 503 receives from the gear counting circuit 113 a binary coded gear coefficient signal (GCN) representing the currently selected gear. This electronic switch 503 has a plurality of resistors 504, 505,
A resistor, 506, 507, 508, 509, 510, representing the currently selected gear is connected between the ground wire and the feedback circuit of amplifier 501. That is, the gain of the amplifier 501 is controlled by the feedback resistor 502 and the resistor selected by the electronic switch 503, and the signal on the conductor 511 is proportional to the value determined by the resistor corresponding to the currently selected gear by the gear counting circuit 113. It is intended to represent the signal from the converter 36. The signal on conductor 511 is applied to the first input terminal of comparator 512 via voltage divider resistor 513. Further, the final speed-up signal (LU) is sent from the gear counting circuit 113 to the first input terminal of the comparator 512. This signal is sent to the comparator 512 to the voltage divider resistor 51.
Supplied via 4.

The signal (TP) from the diaphragm converter 36 is also supplied to the input terminal of the amplifier 515 via the capacitor 516.
Feedback resistor 517 is connected between the input and output terminals of amplifier 515. With this connection, amplifier 515
Operates as a differential amplifier producing an output on conductor 518 proportional to the rate of change of diaphragm converter 36. The polarity of amplifier 515 is
The output is positive when the rate of change of the position of the diaphragm converter 36 is decreased, and is negative when the rate of change of the position of the diaphragm converter 36 is increased. The output of the differential amplifier 515 is also fed to the voltage divider resistor 51 at the first input terminal of the comparator 512.
Added via 9.

A fourth signal representing the rate of change of output shaft speed is also provided to the first input terminal of comparator 512. Speed synchronization circuit 11
The signal representing the speed of the output shaft 14 from 2 is supplied to the amplifier 520 via the capacitor 521. The feedback resistor 522 is connected between the input terminal and the output terminal of the amplifier 220.
When so connected, amplifier 520 operates as a differential amplifier. Thus, the signal on conductor 523 represents the rate of change of output shaft speed. The polarity of the output of the differential amplifier 520 is reversed. That is, when the speed of output shaft 14 is increasing, the output of differential amplifier 520 is negative and vice versa.
The signal on conductor 523 is then provided to comparator 512 via voltage divider resistor 524.

The signal representing the calculated engine speed (GOS) from the speed synchronization circuit 112 is provided on line 525 to the second of the comparator 512.
Is supplied to the input terminal of. Automatic deceleration (AD) whenever the calculated engine speed signal (GOS) on line 525 is less than the sum of the voltages sent to the first input terminal of comparator 512 via voltage divider resistors 513, 514, 519, 524. A signal appears at the output of comparator 512. The automatic deceleration signal (AD) requesting this deceleration shift is used by the gear counting circuit 113 to generate a deceleration command.

A similar circuit is used to generate an automatic speed up signal (AU) requesting a speed up shift. The signal (TP) from the aperture converter 36 is also fed to the amplifier 531. Feedback resistor
532 is connected between the input terminal and the output terminal of the amplifier 531. Multiple individually selectable resistors 533, 534,
535, 536, 537, 538 and electronic switch 539 are also amplifiers 53
1 is connected to the feedback circuit. The electronic switch 539 receives the gear counting signal (GCN) from the gear counting circuit 113 which indicates the currently selected gear by this circuit and connects the resistor corresponding to the currently selected gear into the feedback circuit of the amplifier 531. That is, the gain of the amplifier 531 is selected by the gear counting circuit 113 by the electronic switch 539 according to the currently selected gear. The signal on conductor 540 then represents the position of the diaphragm transducer 36 modified by the amplifier 531. The signal on conductor 540 is sent to the first input terminal of comparator 541 via resistor 542. The first input terminal of the comparator 541 has a gear counting circuit 11
Add the last deceleration (LD) signal from 3. This signal (LD) is sent on lead 543 through resistor 544.

The additional input, that is, the rate of change of the diaphragm position and the rate of change of the output shaft speed are also added to the first input terminal of the comparator 541. The signal on lead 518 represents the rate of change of position of diaphragm converter 36 and is applied to resistor 54 at the first input terminal of comparator 541.
Sent via 5. The signal on lead 523 represents the rate of change of speed of output shaft 14 and is connected to the first input terminal of comparator 541 by resistor 54.
Sent via 6.

The Computational Engine Speed Signal (GOS) sent from shift sync circuit 112 via conductor 525 is the second of comparator 541.
Sent to the input terminal of. In this case, the calculation engine speed signal (GOS) is output from the comparator 541 at the second input terminal of the comparator 541.
If it is higher than the sum of the signals at its first input terminal, an automatic acceleration (AU) signal is generated by the comparator 541 and sent to the gear counting circuit 113.

The shift start circuit 115 further calculates the maximum allowable deceleration shift speed for each gear, the engine speed (GO).
S) represents a deceleration enablement signal (DE) which allows or inhibits the requested shift based on the comparison. Electronic switch 55
0 and multiple voltage divider resistors 551, 552, 553, 554, 555, 556
Produces a voltage on conductor 557 proportional to the currently selected gear as indicated by the binary encoded gear count signal (GCN) sent from gear counting circuit 113 to electronic switch 550. The electronic switch 550 receives a constant voltage on the conductor 558, and one resistance among the plurality of resistors 551, 552, 553, 554, 555, 556 corresponding to the current gear selected by the gear counting circuit 113. Select a device to produce a voltage on conductor 557 that is determined by the currently selected gear. Resistor 559 is connected between conductor 557 and the ground circuit. The voltage on lead 557 is sent to one input terminal of a comparator 560 with dual input terminals, and
The other input terminal of is driven by a calculated engine speed signal (GCS) on lead 525.

The voltage on conductor 557 is modified by the presence or absence of multiple additional signals. The signal (RTD) from the crossover prevention switch 35 is added to the signal on the lead wire 557 via the resistor 562. Similarly, the last acceleration (LU) signal is the resistor 56
Determine the voltage level with 4 and add it with lead 557. Finally, the manual signal (MAN) from the manual position of the pilot shift control device 26 or the brake signal (BS) from the brake switch 38 is passed through the diodes 565 and 566, respectively, to the resistor 56.
Route 7 through wire 557. Stepping prevention switch 35
The presence of a signal from the driver (RTD), a final speed up signal from the gear counter circuit 113 (UP), a brake signal from the brake switch 38 (BS) and a manual signal from the operator shift control device 26 (MAN) or All non-existent signals are lead wire 557
Is added by and the deceleration enable signal (DE) is made by the comparator 560.
Correct the operating point that causes Whenever the signal representing the calculated engine speed on line 525 (GOS) is less than the sum of the signals on line 557, comparator 560 produces a deceleration enable signal (DE).

The signal from the gear counting circuit 113 or the electronic switch 570 is sent. The electronic switch 570 receives a constant voltage on the lead wire 571 and sends it to the lead wire 572 from the gear counting circuit 113.
It produces a voltage that is directly proportional to the currently selected gear indicated by the binary coded gear count signal (GCN). This can be done by selecting one of the plurality of voltage dividing resistors 573, 574, 575, 576, 577, 578 having a graded value in proportion to the gear ratio of the transmission 11 as described above. .. Signal from the crossover prevention switch 35 graded via resistor 579 (RT
D) and the signal from conductor 543 which carries the final deceleration (LD) signal from gear counter 113 via resistor 580 is
Add on line 572. The other input terminal of comparator 582 is driven by the calculated engine speed signal (GOS) on conductor 525. The signal on line 525, representing the calculated engine speed, is the signal on the crossing prevention switch 35 (RTD) and the last deceleration signal on line 543 (LD) from the gear counter 113.
Whenever it is higher than the signal on line 572 representing the current selected gear ratio modified by and, the comparator 582 produces an overspeed limit signal (UL).

Finally, the aperture converter 36 also sends the aperture position signal (TP) to one input terminal of the comparator 582 via the resistor 584. Calculate engine speed signal (GO) on lead 525
S) is supplied to the input terminal of the comparator 583 via the resistor 585. The other input terminal of the comparator 583 is grounded.
A signal (GO) representing the calculated engine speed on lead 525.
S) is added with the signal (TP) from the aperture converter 36,
When the input voltage of the comparator 583 exceeds the threshold value, the comparator 583 causes the gear counting circuit 113 to generate the final amplified signal (LU) and the final deceleration signal (LD).
The shift reset signal (SR) is supplied to each of the latch circuits 333 and 336 in the circuit 3.

FIG. 8 illustrates the clutch control circuit 116. The clutch control circuit 116 receives an engine speed signal (ES) from the speed synchronizing circuit 112 on a conductor 601. This signal is sent to the polarity inverting amplifier 603 via the capacitor 602. When so connected, the polarity inverting amplifier 603 operates as a differential amplifier and produces an output that is representative of the rate of change of engine speed. The gain of the differential polarity inverting amplifier 603 is equal to that of the amplifier 60.
Multiple resistors connected to the feedback circuit of 3 604, 605, 606,
Controlled by 607, 608, 609 and electronic switch 610.
The electronic switch 610 receives the gear counting signal (GCN) from the gear counting circuit 113 and outputs a plurality of resistors 604, 605, 606, 60.
Select one resistor of 7, 608 and 609. Ie conductor 611
Signal represents the rate of change in polarity reversal of engine speed graded by the gear counter circuit 113 by a value determined by the currently selected gear. The signal on conductor 611 is sent to amplifier 613 via resistor 612. Amplifier 613 is connected as a polarity inverting amplifier, so the output of amplifier 613 represents a positive rate of change of engine speed. The feedback resistor 615 is connected between the input terminal and the output terminal of the amplifier 613. Then, the values of the resistors 612 and 615 are adjusted so that the gain of the amplifier 613 becomes 1. Lead 61 representing the positive rate of change of engine speed
4 and the signal on conductor 611, which represents the rate of reverse or negative change in engine speed, are connected to resistors 617 and 618, respectively.
Via multiplexer 616. The engine speed signal (ES) on conductor 601 is sent to multiplexer 616 via resistor 619.

The clutch control circuit 116 is also an aperture position converter.
Receive signal (TP) from 36 on lead 620. Aperture converter 36
The signal from is corrected by each resistor 621, 622, 623 and Zener diode 624 and sent to the input terminal of the polarity inverting amplifier 625. The polarity inverting amplifier 625 also sends a positive offset voltage to the input terminal of the amplifier 625. The magnitude of the offset voltage delivered by resistor 626 is equal to or slightly greater than the voltage produced by throttle converter 36 during unloaded operation of engine 13. The feedback resistor 627 is a polarity inverting amplifier.
An amplifier 625 connected between the input and output terminals of the 625.
Control the gain of. Zener diode 624 has a voltage rating equal to, for example, 60 to 70% of the voltage delivered by diaphragm converter 36 at all diaphragms. The voltage at the junction of the resistors 622 and 623 becomes zero when the aperture value is set below the Zener voltage of the diode 624. The output voltage of the polarity inverting amplifier 625 thus increases linearly with respect to the position of the diaphragm converter 36. The gain of amplifier 625 is set by the sum of the value of each resistor 627, 621 and the offset voltage sent through resistor 626. When the voltage on conductor 620 produced by diaphragm converter 36 is higher than the Zener voltage on Zener diode 624,
The difference between the throttling voltage and the Zener voltage appears as an additional input signal to amplifier 625 via resistor 622. That is, the signal from the output terminal of the polarity inverting amplifier 625 to the conductor 628 linearly increases with a negative value with the increased diaphragm position until the Zener diode 624 begins to conduct. During this conduction, the slope of the straight line shows a linear negative increasing change.

The negative squeeze signal on conductor 628 is sent to another polarity inverting amplifier 630. The polarity reversal amplifier 630 is adjusted to have 1 again by its cooperating input resistor 631 and feedback resistor 632, and the polarity reversal aperture position signal (TP) sent by the polarity reversal amplifier 625 is again polarity reversed. The conductor 633 at the output of the amplifier 630 causes the signal to increase in a positive value as the diaphragm position signal (TP) increases. Further, when the Zener diode 624 starts to conduct as in the case of the polarity inversion signal of the conductor 628, the diaphragm position and the conductor
The slope of the straight line representing the relationship with the voltage at 633 changes. The signal on conductor 633 is a resistive voltage divider consisting of a resistor 636 connected to one input terminal of the comparator 635 and a resistor 637 grounded from the same point to one input terminal of the comparator 635 with dual input terminals. Will be sent via. Dual input terminal comparator 635
The second input terminal of the
Accepts the calculated engine speed signal (GOS) from 2.
Whenever the calculated engine speed signal (GOS) on line 638 is lower than the signal sent by the polarity inverting amplifier 630 to the dual input comparator 635, a positive signal appears on line 640 produced by the comparator 635. The positive signal on conductor 640 enables the so-called A-mode engagement cycle by clutch 12. The A mode engagement cycle will be described next.

The clutch control circuit 116 also includes the command logic circuit 11
The clutch disengagement signal (CD) is received from the lead wire 641 from the 4th line. This signal is sent to one input terminal of the OR gate 642 with dual input terminals. The second input terminal of the OR gate 642 with dual input terminals is the clutch at conductor 643.
A high voltage signal (HP) is received from a high voltage switch 54 cooperating with 12. Clutch disengagement signal (CD) on conductor 641 or conductor
When the high voltage signal (HP) of 643 is positive, the OR gate 642 with dual input terminals is connected to the multiplexer 61 by the conductor 644.
Send a positive signal to 6. The disengaged signal (CD) on conductor 641 is also sent to the polarity inverting amplifier 660.

The two additional signals are sent from the speed synchronizing circuit 112 to the clutch control circuit 116. These are the engine high speed signal (EH) sent on lead 646 and the engine low speed signal (EL) sent on lead 647. Engine high speed signal (EH)
Is always positive when the speed of the engine 13 detected by the engine speed sensor 17 is faster than the speed of the input shaft 55 of the transmission 11 detected by the transmission input speed sensor 19. The engine low speed signal (EL) is always positive when the speed of the engine 13 detected by the engine speed sensor 17 is slower than the speed of the input shaft 55 of the transmission 11 detected by the transmission input speed sensor 19. The engine high speed signal (EH) is sent to one input terminal of a logical product gate 648 with a dual input terminal.
The second input terminal of the AND gate 648 with dual input terminals is driven by the output of the polarity inverting amplifier 649. The input terminal of the polarity inverting amplifier 649 is driven by the A mode signal on the conductor 640. That is, the output of the polarity inverting amplifier 649 is positive when no A-mode signal is present on conductor 640 and vice versa. Therefore, the output of lead 650 of the AND gate 648 with dual input terminals, referred to as B mode, is positive when the engine high speed signal (EH) is present without the A mode condition present. The B-mode signal on conductor 650 also feeds multiplexer 616. The output of the polarity inverting amplifier 649, which is positive when no A-mode signal is present, also feeds one input terminal of the AND gate 651 with dual input terminals. The second input terminal of the AND gate 651 with dual input terminal is the conductor 64
Driven by 7 engine low speed signal (EL). That is, when the A mode signal and the engine low speed signal (EL) are not present, the AND gate 651 with dual input terminal
Produces a positive C-mode signal at 652. The C-mode signal on conductor 652 is also sent to multiplexer 616.

Before continuing the description of the clutch control circuit 116, the significance of the four modes of clutch engagement, that is, A mode, B mode, C mode and D mode will be described. These modes are the four possible conditions required to engage the clutch. Mode A represents a clutch engagement condition in which the output shaft 14 is not rotating or is rotating slowly. The B mode is a condition in which the engine 13 operates at a speed exceeding the speed of the input shaft 55 of the transmission 11. Under this engagement condition, the engine 13 will generally slow when engaging the clutch 12. Engagement in the C mode is a condition where the speed of the engine 13 is slower than the speed of the transmission input shaft 55.
In this case, the speed of the engine 13 will generally increase when the clutch 12 is engaged. The fourth mode of clutch engagement or D mode is when the vehicle is running and the engine speed and input shaft speed are equal or nearly equal to each other, ie A mode,
It exists when B mode or C mode does not exist.

Multiplexer 616 receives the A-mode signal on conductor 640, the B-mode signal on conductor 650, the C-mode signal on conductor 652, and the inhibit signal on conductor 644. These signals are the control inputs to multiplexer 616. Lead wire 64
When the inhibit signal of 4 is zero, multiplexer 616 will route one of its input terminals to conductors 654, 655, 656 or conductors, respectively.
It is connected to 684 and its output terminal is connected to conductor 686. The positive A-mode signal on conductor 640 connects conductor 654 to output conductor 686. The positive B-mode signal on conductor 650 connects conductor 655 to output conductor 686. The positive C-mode signal on conductor 652 connects conductor 656 to output conductor 686. If there is no A-mode signal on conductor 640, a B-mode signal on conductor 650, and a C-mode signal on conductor 652, multiplexer 616 connects conductor 685 to output line 686. This corresponds to the D mode condition. If the inhibit signal on line 684 is positive, multiplexer 616 disconnects all input terminals from output line 686. That is, in A mode engagement, the positive engine speed rate of change signal on conductor 614 is through resistor 617, the engine speed signal (ES) on conductor 601 is through resistor 619 and the negative throttle signal on conductor 628 is. Resistor 62
All through 9 are sent to output line 686 of multiplexer 616.

In B mode engagement, the positive rate of change in engine speed on conductor 614 is sent to resistor 618 and the positive throttle signal on conductor 633 is sent to resistor 634, all at output 686 of multiplexer 616.

In the C mode engagement, the negative engine speed change rate signal of the conductor 611 is passed through the resistor 659 and the positive throttle signal is passed through the resistor 645, all of which are output lines of the multiplexer 616.
Sent to 686.

In D mode engagement, the positive power supply voltage across resistor 684 is applied to output line 686 of multiplexer 616.

The amplifier 660 connects the engine resistor 661 to its lead 66.
2 from the output terminal to the negative input terminal of conductor 686 on the output side of multiplexer 616. When so connected, amplifier 660 and its associated resistor 661 act as a polarity inverting amplifier. The positive input of amplifier 660 is the unclutch signal (CD) on conductor 641. This input is at ground potential except when the unclutch signal (CD) is present. During engagement, the output of amplifier 660 in conductor 662 is therefore the weighted sum of each input signal.
This weighting is applied to the amplifier 660 via multiplexer 616.
It is proportional to the ratio of the feedback resistor 661 to the input resistor connected to.

The signal on the conductor 662 is sent to one of the input terminals of the comparators 664, 665, 666, 667 with dual input terminals. Each voltage divider resistor 670, 671, 672, 673, 674, 675 receives various positive and negative voltages from the positive and negative voltage sources and each comparator 664, 665, 666, 667.
Form a voltage set point for. Each comparator 664, 665, 66
The outputs of 6, 667 drive amplifiers 680, 681, 682, 683, respectively, which are exhaust valves 51, 50 and fill valves 47,
Activate 48. If the signal in line 662 is lower than the minimum set point voltage, which is the voltage associated with the operation of comparator 665, fine control discharge valve 50, comparator 666 and fine control fill valve 47, all comparator outputs will be zero. All clutch air valves close. The clutch error signal deviates from zero and each comparator 664, 66
Increasing in the positive or negative direction above a set point voltage of 5,666,667 will cause one or more comparators to produce an output and actuate the corresponding clutch air valve.

Engagement in mode A usually occurs when the vehicle starts from rest or near standstill. Under this condition, the output of the amplifier 660 via the conductor 662 is the diaphragm position signal (T
Equal to the weighted sum of P) minus the engine speed signal (ES) and the engine speed change rate. If the signal combination of engine speed and engine acceleration is lower than the weighted throttle signal, the output of amplifier 660 will be positive and will be adjusted by comparator 665 or each comparator 665, 664 according to its magnitude. The valve 50 and the rough adjustment discharge valve 51 are operated. As a result of these valve actuations, the air pressure in the clutch chamber 45 is reduced and therefore the clutch torque is reduced. Due to this reduced torque, the torque load of the engine 13 is reduced and the engine 13 is accelerated.

On the contrary, if the signal combination of engine speed and engine acceleration is higher than the weighted diaphragm signal,
The output of amplifier 660 on lead 662 goes negative. Similarly, depending on the magnitude of the signal on line 662, in this case the comparator 666 or each comparator 666, 667 activates the fine adjustment fill valve 48.
Actuating these valves increases the air pressure in the clutch chamber 45 and thus the torque capacity of the clutch. In this way, the engine 13 is loaded.

When the signal combination of engine speed and engine speed change rate is equal to or approximately equal to the weighted throttle signal, the output of amplifier 666 by conductor 662 is small and does not actuate the valve. That is, the overall system response is to adjust the clutch torque so that the engine 13 operates at or near a speed set by the weighted throttle position.

In the normal A mode starting, when the driver pushes the throttle pedal 31, the flow of fuel to the engine 13 is increased and the engine 13 is accelerated. At the same time, the clutch control circuit 116 increases the clutch torque until the engine speed is maintained at the speed set by the weighted throttle position signal. The torque thus obtained accelerates the vehicle. During this time, the clutch 12 is transmitting torque while sliding at engine speeds higher than the transmission input shaft speed. As the vehicle road speed increases, the transmission input shaft speed increases. After all input shaft 55
And the engine 13 will be at the same speed. At this time, the engine speed begins to increase and the clutch is quickly engaged.

B mode engagement occurs when the vehicle is running, and the engine speed at the time of engagement is higher than the transmission input shaft speed. This condition usually occurs after an upshift. In this mode, the input to amplifier 660 through multiplexer 616 is the input to conductor 655. These inputs are the positive rate of change signal of the engine speed and the positive weighted throttle position signal. As noted above, the weighted sum of these signals appearing at the output of amplifier 660 actuates one or more of the fill or drain valves depending on the direction and magnitude of the amplifier output. In this case, the increased clutch torque lowers the engine 13. This engine speed will lead 61
Negative voltage appears at 4. The weighted throttle signal on line 633 causes the output of amplifier 660 to go negative, actuating either the fine regulator valve 47 or the rough regulator valve 48 or both valves. The increase in the clutch air pressure thus generated increases the clutch torque and increases the deceleration of the engine 13. This process continues until the negative signal on line 614 from engine deceleration balances the positive weighted throttle signal on line 633.

The transmission operation decelerates the engine 13 at the rate set by the weighted throttle signal during engagement in the B mode. The relative value of each quantity under balanced conditions, ie the absence of output from amplifier 660, is set by the ratio of each resistor 618, 634. Further, the rate of change of engine speed is weighted by the gain of amplifier 603 according to the engaged transmission gear.

That is, the clutch 12 is engaged during engagement in the B mode.
Engages the engine speed to decelerate at a rate according to both throttle position and transmission gear ratio. Various factors are weighted to ensure proper gear engagement in all circumstances. The torque produced by clutch 12 reacts through the drive train and the engine-transmission mounts. Improper gear engagement may result in an undesirably high driveline transient torque and / or a rough or abrupt gear engagement feel to the operator.

The change in transmission gear ratio is compensated for by the change in magnitude with respect to engine speed in conductor 614 caused by the change in gain of amplifier 603. At lighter throttle settings, a relatively small engine speed ratio is required because the weighted throttle signal on conductor 633 is relatively small. Under these conditions, the generated torque during balancing is small. Further pressing of the throttle pedal 31 increases the weighted throttle signal on conductor 633, demanding a higher engine speed ratio and thus higher torque. That is, the engagement at the time of light throttle is performed very smoothly by all gears. When you press the diaphragm pedal 31,
Engagement will be faster, but torque will be greater.

C mode engagement occurs when the vehicle is running and the engine speed at the time of engagement is lower than the transmission input shaft speed.
Usually this is the result of a deceleration shift. Under this condition, the engine 13 is accelerated by the torque generated by engaging the clutch 12. The accelerating engine produces a negative signal on conductor 611. Conducting wire as in the case of B mode engagement
This signal on 611 is balanced by the weighted diaphragm position signal on conductor 633. In all other respects C mode engagement is the same as B mode engagement except that the engine 13 is accelerating.

The engagement of either the B mode or the C mode brings the engine speed closer to the input shaft speed depending on the result of the clutch torque. When this difference is small or zero, the D-mode engagement condition occurs. Under these conditions, multiplexer 616 connects conductor 685 to amplifier 660 via conductor 686. In this case, the input signal to the amplifier 660 is a resistor.
Positive power supply voltage through 684. In this way the conductor 66
The output of the second amplifier 660 produces a large negative signal that actuates the fine and coarse fill valves 47 and 48. As a result of this, the clutch 12 is engaged as quickly as possible. Since it is effective that the speed difference between the both sides of the clutch 12 is zero, the transitional drive system torque is not generated in the early engagement.

The clutch disengagement signal (CD) on conductor 641 and the high voltage signal (HP) on conductor 643 directly affect the engagement of clutch 12 via multiplexer 616. The inhibit signal (INHIBIT) is generated by the OR gate 642 with dual inputs whenever the clutch disengagement signal (CD) or high voltage signal (HP) is present. The inhibit signal (INHIBIT) on conductor 644 disconnects the input terminal of polarity inverting amplifier 660 from all velocity signals and throttle position information sent to multiplexer 616. Clutch disengagement signal (C
If only D) is present, the inhibit signal (INHIBI
T) is produced by the OR gate 642, as described above, and the clutch error signal is produced by the disengage clutch signal (CD) on conductor 641. The clutch disengagement signal (CD) is sent to the positive input terminal of the polarity inverting amplifier 660. When the clutch disengagement signal (CD) is present, the clutch error signal on conductor 662 becomes strongly positive and triggers both comparators 664, 665 to open the rough adjust valve 51 and fine adjust valve 50, respectively.
If only the high voltage signal (HP) is present, the OR gate 642 with dual input terminals will cause the inhibit signal (INHI
BIT). When this inhibit signal is present, multiplexer 616 disconnects all inputs to polarity inverting amplifier 660, causing the clutch error signal on conductor 662 to go to zero. That is, the filling valve or the discharge valve does not operate. In this way, the pressure in the chamber 45 of the clutch actuating device 18 can be maintained at a constant level.

Next, generation of shift points by the transmission 10 will be described with reference to FIG.

Gear selection, engine operating conditions and vehicle performance are interrelated. The shift initiation circuit 115 controls the gear selection to maintain optimum performance. This optimum performance will vary with different vehicle geometries, applications and constructions to meet the purchaser's or operator's goals. In order to comply with these various requirements, engine speed signals, vehicle acceleration signals, throttle position signals, throttle position change rate signals, direction and elapsed time signals from the last shift, and last shifts in mutually adjacent gears. Utilizes some input signals, including engine speed history signals from.

For a description of these circuits, refer to FIG. 9 for a diagram of the static shift point limit lines for the six forward gears of transmission 11. The calculated engine speed signal (GOS) is plotted on the horizontal axis and the throttle position is plotted on the vertical axis.

The shift point limit line consists of three sections.
The first section is an area of 35 to 100% of the diaphragm position where each shift point increases linearly with the diaphragm position. Secondly, for each gear, there is a limit of one speed increase shift and all deceleration shift. These are illustrated along the limit line at 100% or more diaphragm positions. Finally, in the 0 to 35% throttle region, the deceleration shift point is constant at the 35% aperture value, but the speed-up shift is constant at the full throttle speed-up shift limit value.

At each gear, a pair of voltage signals derived from the diaphragm position signal (TP) is generated. These voltages are compared with a voltage signal representing the calculated engine speed (GOS). That is, the deceleration shift line and the acceleration shift line graphically represent the relationship between the generated voltage and the throttle position signal (TP). is there. These lines are called the diaphragm adjustment shift limits.

The normal operating point 1 falls between the left deceleration shift limit line and the right speed up shift limit line. When the engine operating point 1 moves to the left of the deceleration shift limit line, a request for automatic deceleration (AD) is sent to the gear counting circuit 113. Correspondingly, if the operating point 1 moves to the right of the speed-up shift limit line, a request for automatic speed-up (AU) occurs.

The shift initiation circuit 115 produces a pair of such limit lines for each gear (in the case of the first fastest gear, one limit is meaningless; Can not).

Each shift limit line constrains operation within the most effective region of the fuel by making equal displacements on either side of the peak of the fuel consumption curve. From a fuel efficiency standpoint, it is desirable to have a shift limit line as close as possible to the peak.
However, they are spaced from each other by at least the distance between the various gear ratios of the transmission 11.

In the illustrated transmission 10, the transmission 11 has 1 to 6 transmissions.
Gears up to have ratios of 7.47, 4.08, 2.26, 1.47, 1.00 and 0.778 respectively. As an example of the limited success obtained by utilizing only the static upshift and deceleration shift limit lines, assume that the vehicle is operating in the fifth gear and gradually accelerating (point 2). A speed-up shift to the 6th gear is required at 1600 rpm. In the sixth gear, the engine speed is reduced by the numerical ratio of the fifth gear ratio to the sixth gear ratio, ie 1600 / 1.00 / 0.778 or 1250 rpm. This corresponds to point 2 in FIG. As shown, point 3 is to the right of the deceleration shift line, so an upshift is performed. The closer the shift limit lines are to each other, the situation occurs in which point 3 is located to the left of the deceleration shift limit line. When this occurs, the transmission causes a hunting phenomenon, that is, immediately after each speed-up shift, a command for deceleration shift is generated and another speed-up shift is generated. Such instability or hunting phenomenon is unacceptable. In the example above it was assumed that all conditions remained constant throughout the shift and shortly after the shift. In practice, only a few of these conditions are constant. The drive system torque is momentarily interrupted during the shift. Therefore, the vehicle speed does not remain constant. The required horsepower requirements change rapidly, as occurs when a vehicle encounters a slope. The operator also changes the aperture setting before, during, or as a result of the shift.

In the shift start circuit 115, the basic throttle adjustment shift limit is modified to interpret the driver's intention to dictate the dynamics of the throttle pedal by properly considering various dynamic conditions. The various modifications and their purposes are described below.

The positions of the respective limits are changed according to the recent history so that the intervals of the aperture adjustment shift limit lines shown in FIG. 9 are made as close as possible. To allow this, the gear counting circuit 113 produces a signal indicating the direction of the last shift. These signals, the last acceleration (LU) and the last deceleration (LD) signals occur and are stored when the gear count changes.

After each speed-up shift, the deceleration shift limit line is corrected by the last speed-up (LU) signal. This fix has two components. The static component moves the deceleration shift limit line from the normal position illustrated in FIG. 9 to reduce the engine speed. This offset amount is, for example, 100 to 150 r
pm. In addition to this static shift, the speed-up shift limit line is temporarily offset by another 100 to 150 rpm. This deceleration shift limit line is then statically offset to the left by 100 to 150 rpm over a period of a few seconds.

Similarly, the speed-up shift limit line is moved to the right after each deceleration shift.

As mentioned above, the static part of the offset is
Hold for the last acceleration (LU) or final deceleration (LD) signal. Additional circuitry is provided to reset the storage device. After each upshift, storage reset occurs when the engine operating point crosses the reset line RR from left to right. After the deceleration shift, the reset signal occurs when the operating point crosses the reset line RR from right to left.

The reset line RR can be moved dynamically. For example, in this case the reset line RR is moved about 300 rpm to the left after an upshift and the same amount to the right after a deceleration shift.

The movements of the reset lines related to the speed-up / deceleration shifts can bring the aperture adjustment shift limit lines close to each other without causing a dance phenomenon. In addition, the transient part allows the device to ignore various transient vibrations of the driveline that occur as a result of the shift. The reset minimizes the probability of operating outside the area defined by the static (no offset) diaphragm adjustment limit.

The static deceleration and upshift limit lines also ignore the effects of vehicle acceleration and deceleration. This factor is included in the shift start circuit 115 when the shift decision is made by offsetting the limit lines of the throttle adjustment deceleration shift and the acceleration shift by an amount proportional to the acceleration and deceleration of the vehicle. For example, the deceleration shift limit line is 7.
Offset to the left at a rate of 2 rpm / MPH / min and offset to the right by the amount corresponding to the vehicle deceleration. Acceleration shift limit line is 16.4 rpm / MPH for vehicle deceleration
Offset to the right at a rate of / min. There is no corresponding leftward offset of the acceleration shift limit line for vehicle acceleration.

The offset of this movement can be shown in two examples. First, consider the case of a vehicle driving at point 4 in FIG. Stable operation means that the throttle position is adjusted so that the power delivered by the engine matches the power consumed by the vehicle, that is, the vehicle speed is constant. It is assumed that the pilot in this case will use the full aperture. The operating point moves to point 5. On the basis of the static shift limit line, a decelerating shift occurs which in this case moves the operating conditions to point 6. In this case, the engine horsepower is substantially higher than the demand, and the vehicle accelerates, and a demand for an upshift to the original gear occurs.

When the shift limit line is moved to the left due to the vehicle acceleration, it departs from point 5 and moves to the right of the deceleration shift line, and no deceleration shift occurs. Excess horsepower is still adequate to accelerate the vehicle, avoiding unnecessary shifts in sequence.

As a second example, consider a vehicle operating at a full throttle of 1600 rpm or more that encounters a slope sufficient to produce a deceleration shift request. On a static basis, engine speed must be reduced all the way to 1300 rpm before a deceleration shift occurs. The deceleration that induces the movement of the shift limit line causes a deceleration shift at a higher engine speed to improve engine performance.

Further, the shift limit line moves in response to the movement ratio of the diaphragm. For example, consider a vehicle driving at point 7, where the driver encounters a downhill road where he does not want to accelerate. The normal response of this operator is to move away from the diaphragm moving to the driving point 7. At point 7, the gear counting circuit 113 does not perform the speed-up shift with the diaphragm of zero, so the speed-up shift does not occur. Further, when the operating point crosses the region between points 7 and 8, a speed-up shift occurs. This problem can be avoided by moving the speed-up shift limit line to the right depending on the rate of change of the throttle portion. Similarly, when returning from point 8 to point 7, the speed-up shift limit line again moves to the right. That is, the speed-up shift limit line moves to the right by the absolute value of the rate of change of the diaphragm position, for example.

The aperture adjustment shift limit alone causes an incorrect shift. For example, there is no decelerating shift that would result in excessive engine speed in any case. That is, the shift start circuit 115 includes a decelerating shift speed limited to each gear.
As the deceleration shift occurs in automatic or manual mode,
The Computational Engine Speed (GOS) must be lower than the Enable Deceleration (DE) value.

A speed limit for the upshift, or upshift limit (UL), is also provided. This limit is desirable for two reasons. First, in many cases, especially if there is a large spacing between the gears, the throttle adjustment shift limit results in an unduly high acceleration at all throttles. Second, various factors that move the speed-up shift limit line cause the speed-up shift to move to higher speeds.

There are all types of settings, one for each gear. For example, the speed-up shift limit (UL) value is set close to the speed at which the engine governor starts to restrain the full throttle horsepower.
The deceleration enablement (DE) limit is then set so that this limit is close to the gear spacing below the upper limit setting for the next lower speed gear. For example 1.28 between the 5th and 6th gears
For a transmission with a spacing of, the decelerable setting for the sixth gear is approximately equal to the upper limit setting for the fourth gear divided by 1.28.

The interval between these limit signals (UL) and (DE) is adjusted by the gear interval. In the case of adjusted limit lines, these limit values are transferred by the last speed-up signal (LU) and the last deceleration signal (LD). As shown in FIG. 9, the deceleration enabling speed is lowered by the final speed increase signal (LU), but the speed up shift limit (UL) speed is increased by the final speed reduction signal (LD).

The normal limit signal is also designed to be moved in response to other operating conditions. The deceleration enable signal (DE) operates in manual (MAN) mode. Manually, this limit can safely be raised close to the maximum value that the deceleration shift can safely be made without exceeding the engine no-load regulation speed.

In some applications it is desirable to allow the operator additional control over the shift point.

The deceleration enable signal (DE) allows the calculation engine speed (GOS) to be set manually (M
A deceleration shift is possible in (AN) mode. The deceleration enablement (DE) set point in manual (MAN) mode is usually each gear that moves to the maximum speed at which the deceleration shift can be completed without exceeding the safe maximum engine speed.

It may be desirable or necessary or desirable and necessary to use engine compression braking when descending long or rugged slopes. Under these conditions, the driver's foot is not on the throttle pedal, and the deceleration shift occurs at a low engine speed, and the engine delay hardly occurs. Therefore, the gear counting circuit 113 produces a signal (BS) when the vehicle is braked. At this time, a deceleration shift occurs immediately when the deceleration enable signal (DE) is generated. At the same time, the brake signal (BS) raises the deceleration enable setting to a speed higher than the normal speed. Of course, in this case the most effective engine compression braking action takes place.

In some applications it is desirable to produce a kickdown effect similar to that found in some passenger vehicle transmissions. This transmission is equipped with a detent switch that is driven at the limit of throttle pedal travel. When the throttle pedal is pushed to the limit state, the overpass prevention switch 35 generates a overpass prevention signal (RTD).

Under the overpass prevention condition, the speeds of the deceleration enable signal (DE) and the speed-up shift limit signal (UL) increase. In this case, additional control of the gear selection is possible, which is particularly advantageous on slopes. With a normal speed-up shift limit setting, the speed-up shift allows lower engine horsepower to be utilized at relatively low engine speeds. For example, on a slope, an upshift may provide insufficient power to maintain vehicle speed. This problem is exacerbated by the significant reduction in vehicle speed during shifts under these conditions. This problem can be solved by raising the speed-up shift limit under the stumbling prevention condition. Acceleration shift limit (UL) setting is
The speed governor may be moved to an area where the speed governor is throttled so that the horsepower or torque available after the speed-up shift is constantly increased. Usually in this case the deceleration of the vehicle is taken into account during the shift.

Increasing the deceleration enable signal (DE) setting will cause the operator to perform an early deceleration shift. This is advantageous when the operator anticipates a slope requiring a decelerating shift. An early deceleration shift minimizes vehicle speed loss. The stumbling blocker can also be used to provide additional acceleration for situations such as overtaking another vehicle.

As with the aperture adjustment shift limit, the location and movement of the limit shift point can be adjusted to meet other goals. For example, to improve fuel economy, the speed upshift limit (UL) for the gears next to the fastest gears may be set somewhat lower than for the other gears, and even if they are not moved by the RTD signal or the final deceleration signal (LD). Good. As a result of this, the maximum engine speed is limited when the vehicle is traveling at high road speeds.

Other modifications of shift points are desirable in special cases. For some vehicle configurations, a much smoother ride is obtained if the upshift does not occur during the rapid acceleration of the vehicle. This can be done by suppressing the accelerating shift while the rate of change of the output shaft exceeds a preset level.

It has also been found convenient to provide the necessary minimum calculated engine speed under conditions requiring a decelerating shift. This speed is obtained in part by appropriately forming the aperture adjustment shift point characteristic. The movement of this limit line due to the acceleration of the vehicle and other factors causes the engine stop condition to be approached. To avoid this fear, an underspeed signal is generated whenever the calculation engine speed (GOS) drops below a preset level.
A deceleration shift (AD) is requested by this underspeed signal.

As is clear from the above description, the automatic transmission of the present invention includes a signal indicating the valve position of the throttle control means, a signal indicating the engine speed, and a signal indicating the rotational speed of the output shaft. It has a program for receiving a plurality of input signals and giving a predetermined gear ratio to a certain combination of these signals, and the program of this information processing unit upshifts with respect to the detected valve position of each throttle control means. And shows a predetermined calculated engine speed commanded to downshift, and further modifies this program at a predetermined time interval following the selection of a new gear ratio, so the calculated engine speed which constantly knows the driving condition of the driver in advance is used. The automatic shift can be performed appropriately and quickly.

Further, an upshift and a downshift are commanded to correct the engine speed, and the input signal indicating the throttle valve position is differentiated with respect to time, and all of the differential throttle valve position signals are included. By incorporating the foresight in the driver's driving situation into the automatic transmission by modifying the engine speed that shifts the transmission from one predetermined gear ratio to another optimal gear ratio in response to the input signal of For example, appropriate shift switching can be performed in response to a sudden acceleration or a rapid change in the throttle position detected in principle.

As described above, according to each of the present inventions, when the transmission hunting phenomenon, that is, when the upshift or downshift is performed at a certain critical operating point, the idle speed of the engine is not stable, and the engine tends to speed up or stop. It is possible to smoothly shift gears by preventing the occurrence of accidents, and to automatically change the transmission automatically according to the operating conditions at each time, so that it is possible to save fuel and improve fuel efficiency.

[Brief description of drawings]

FIG. 1 is a block layout diagram of a mechanical automatic transmission according to the present invention.

FIG. 2 is a side view of each component of the transmission of FIG.

3 is an axial sectional view of a transmission, a synchronizing device and a clutch device in the transmission of FIG.

FIG. 4 is a wiring diagram of a speed synchronizing circuit of the control device according to the present invention.

FIG. 5 is a wiring diagram of a gear counting circuit of the control device according to the present invention.

FIG. 6 is a wiring diagram of a command logic circuit of the control device according to the present invention.

FIG. 7 is a wiring diagram of a shift start circuit of the control device according to the present invention.

FIG. 8 is a wiring diagram of a clutch control circuit of the control device according to the present invention.

FIG. 9 is a graph of engine speed versus throttle position illustrating each shift point of the transmission according to the present invention.

[Explanation of symbols]

 10 Automatic Transmission 11 Transmission 12 Clutch 13 Engine 14 Output Shaft 16 Aperture Position Monitoring Device 17 Engine Speed Sensor 21 Shift Actuator 24 Information Processing Device 31 Aperture Pedal 515 Differential Amplifier

 ─────────────────────────────────────────────────── ─── Continuation of the front page (71) Applicant 592099134 Gian Ai. Lahive 02066, Massachusetts, USA Nitegate Street No. 77 (72) Inventor Rabat Ar. Smith United States Michigan Bloomfield Hills Lone Pine Road 1786

Claims (2)

[Claims] 1. An engine (13), a throttle control means (16) for controlling the speed of the engine, an input shaft and an output shaft, and the input and output shafts are selectively engaged to provide a plurality of gear ratios. A transmission control device for a vehicle, comprising a transmission (11) that enables combination and a connecting means for connecting an input shaft to the engine in a steerable state, wherein a plurality of input signals relating to driving information of the vehicle are a) a signal indicating the valve position of the throttle control means, (b) a signal indicating the speed of the engine, (c) a signal indicating the rotation speed of the output shaft, and for providing these signals. According to a program, which has a configuration including an input signal supply means, a means for receiving the plurality of input signals, and a means for generating an output signal, and which provides a predetermined gear ratio for a given combination of input signals. Includes means for processing the input signal and generating an output signal for controlling the transmission, said program indicating a predetermined engine speed commanded to upshift and downshift with respect to the detected valve position of each throttle control means, An information processing unit including means for modifying the program further comprising means for modifying the engine speed at which an upshift and a downshift are ordered by modifying the program at predetermined time intervals following selection of a new gear ratio. (24) and output signal response means for starting the connecting means and the transmission by an output signal from the information processing unit and shifting the transmission to the selected gear ratio in response to a change in the selected gear ratio. Electromechanical automatic transmission for vehicles. 2. An engine (13), a throttle control means (16) for controlling the speed of the engine, an input shaft and an output shaft, and the input and output shafts are selectively engaged to obtain a plurality of gear ratios. A transmission control device for a vehicle, comprising a transmission (11) that enables combination and a connecting means for connecting an input shaft to the engine in a steerable state, wherein a plurality of input signals relating to driving information of the vehicle are a) a signal indicating the valve position of the throttle control means, (b) a signal indicating the speed of the engine, (c) a signal indicating the rotation speed of the output shaft, and for providing these signals. According to a program, which has a configuration including an input signal supply means, a means for receiving the plurality of input signals, and a means for generating an output signal, and which provides a predetermined gear ratio for a given combination of input signals. Means for processing the input signal and generating an output signal for controlling the transmission, said program indicating a predetermined engine speed at which an upshift and a downshift are commanded with respect to the detected valve position of each throttle control means, Further included is means for modifying the program comprising means for modifying the engine speed at which upshifts and downshifts are commanded, wherein the input signal indicating the position of the throttle control means corresponds to the valve position of the throttle control means. Means for varying the input signal indicative of this valve position with respect to time (515) and a transmission in response to all said input signals including this differential throttle valve valve position signal. An information processing unit (24) including means for modifying the speed of the engine shifting from one gear ratio to another Output signal response means for starting the connecting means and the transmission by an output signal from the information processing unit and for shifting the transmission to the selected gear ratio in response to a change in the selected gear ratio. Vehicle shift control device.