JPS60196454A - Automatic speed changer for car - Google Patents

Abstract

PURPOSE:To protect a synchronizer from damage by coupling the clutch while bringing the transmission to the neutral upon detection of failure of speed change operation through monitoring of the working oil in a hydraulic circuit for driving the transmission. CONSTITUTION:Detectors 190, 192 for detecting the amount of working oil flowing through a hydraulic circuit for driving the transmission are provided to feed the outputs to an engine control circuit 12 and upon detection of failure of speed change operation of transmission 24 through monitoring of the amount of working oil, the transmission 24 is brought to the neutral and to couple the clutch 16 temporarily. Since the rotation of the input shaft is increased previously to ensure reliable function of synchronizer, re-speed change operation of transmission is performed reliably resulting in protection of the synchronizer from damage.

Description

[Detailed description of the invention]

[Field of Application of the Invention] The present invention relates to an automatic transmission for a vehicle. [Background Art] In a transmission vehicle, when a driver wants to shift gears of the transmission while driving, he or she must operate the accelerator while operating the accelerator. If this is done frequently, the driver will become fatigued and
This was inconvenient for the operation of the ilj cars. [Object of the invention] The present invention has been made in view of the above-mentioned conventional problems, and
The purpose is to provide a device that can facilitate the speed change operation of a transmission. [Summary of the Invention] In order to achieve the above object, the present invention provides a transmission hydraulic drive device including a clutch drive hydraulic circuit and a clutch operation hydraulic control valve in the hydraulic circuit; a transmission hydraulic drive device having a hydraulic circuit for transmission and a hydraulic control valve for operating the transmission in the hydraulic circuit; and controlling the opening and closing of the hydraulic control valve for operating the transmission in accordance with a gear ratio selection command, thereby operating the transmission speed. When a failure in the gear shifting operation of the transmission is detected by monitoring the hydraulic oil flowing in the transmission drive hydraulic circuit, the i-transmission is operated to the neutral position and then the clutch operating hydraulic control valve is controlled to open and close. The present invention is characterized by comprising a valve control circuit that performs a clutch engagement operation. [Embodiments of the Invention] Examples of the automatic transmission device for a vehicle according to the present invention will be described below based on the drawings. FIG. 1 shows the overall configuration of an automatic transmission for a vehicle according to the present invention. The accelerator pedal depression amount is detected by the accelerator pedal depression detector IO shown in the figure, and the detected accelerator pedal depression amount 200 is supplied to the engine control circuit 12. This engine control circuit 12 performs basic fuel injection hIQ BASE according to the depression of the accelerator pedal and the engine speed.
has a one-dimensional map stored in correspondence with the detected accelerator pedal depression amount 200 detected by the accelerator pedal depression star detector IO, and the engine rotation detected by the engine rotation speed detector 50. Number detection signal 206
The basic fuel injection amount Q BASE is determined by searching, and the basic fuel injection amount Q BASE is modified by various state detectors to determine the fuel injection amount Q, and the drive current 202 can be generated in accordance with this. The drive current 202 is a linear solenoid 14 for adjusting the fuel injection amount of the fuel injection pump (DC motor etc. can also be used)
The injected fuel whose amount is adjusted by the linear solenoid 1/noid 14 is distributed and supplied from the fuel injection pump to each combustion chamber of the diesel engine via the injector. With the above configuration, the fuel injection section of the 142 diesel engine is controlled by the engine control circuit 12 according to the amount of depression of the accelerator pedal. Further, the driving force of the diesel engine is transmitted to the engine side clutch lining 18 of the friction type clutch 16, the transmission side clutch lining 20, and the output shaft transmission 24. This transmission-side clutch lining 20 is driven by a clutch release fork 26, and the clutch release fork 26 is rotationally driven by a clutch release cylinder 30 about a support 28 as a fulcrum. Therefore, the transmission side clutch lining 20
is driven by the clutch 1/release cylinder 30 via the clutch release fork 26 and is driven forward and backward with respect to the engine side clutch lining 18, thereby driving the clutch 16 in the direction of engagement or disengagement. The clutch release cylinder 30 (1-) is hydraulically driven by a clutch hydraulic drive device 32 described below. This clutch hydraulic drive device 32 drives the clutch release cylinder 30 to release the clutch lining 1 on the engine side.
8, a disconnection drive hydraulic circuit 34 drives the clutch 16 in the disconnection direction by retracting the transmission side clutch lining 20, and a disconnection drive hydraulic circuit 34 drives the clutch release cylinder 30 in the opposite direction to move the clutch lining 20 toward the engine side towards the transmission. It has a coupling drive hydraulic circuit 36 that drives the clutch 16 in the coupling direction by advancing the side clutch lining 20. The clutch hydraulic oil that drives this clutch release cylinder 30 is supplied from the reservoir tank 38 to the hydraulic circuit 3 for shutoff drive.
The clutch hydraulic oil pressurized by the oil pump 40 is supplied to the oil pump 40 on the 4 side, and the clutch hydraulic oil is pressurized by the oil pump 40.
2 is supplied. The clutch hydraulic oil in the accumulator 42 is supplied to an on/off electric valve 44 serving as a hydraulic pressure control valve that controls the hydraulic pressure. Further, the hydraulic circuit 36 for connecting drive is formed between the reservoir tank 38 side of the oil pump 40 described in -1- and the clutch release cylinder 30 side of the on/off solenoid valve 44. Is the duty electromagnetic valve used as a hydraulic control valve to control the hydraulic pressure of the clutch hydraulic oil?
46 are provided. An orifice 48 is provided on the upstream side of the duty solenoid valve 46 in order to obtain good control characteristics of the clutch hydraulic oil amount by the duty solenoid valve 46. As configured as described above, the clutch hydraulic drive device 32 can drive the clutch 16 in this disengagement direction by controlling the on/off solenoid valve 44 to open, and by controlling the duty solenoid valve 46 to open. The clutch 16 can be driven in the connecting direction. In this device, the on/off solenoid valve 44 and the duty solenoid valve 46 are controlled to open by a valve control circuit that controls the drive of the transmission 24, but in this embodiment, the engine control circuit 12 functions as this valve control circuit. are doing. For this reason, the engine control circuit 12 is supplied with various detection signals necessary for its control. In FIG. 1, an engine rotation speed detector 50 detects the rotation speed of the diesel engine, a torque detector 52 detects the output torque of the transmission 24, and a position detector 54 detects the drive amount of the clutch release fork 26. Note that since the drive 14 of the clutch release fork 26 corresponds to the amount of change in the clutch stroke, the position detector 5
4 functions as a claratis) loaf detector,
The position detection signal 204 from the position detector 54 is used in the engine control circuit 12 to control the drive of the clutch 16. The engine control circuit 12 also detects an engine rotation speed detector 50 and a torque detector 52 while the clutch 16 is connected and driven.
Engine rotation speed detection signal 206, torque detection signal 20
8 monitors changes in the rotational speed and output torque of the diesel engine. When these changes occur, it is determined that the clutch 16 has reached the half-engaged position, and the clutch stroke at that time can be maintained. Furthermore, the Claratis I Loaf can be updated every time the clutch 16 is connected and driven. That is, the engine control circuit 12 can learn the clutch stroke at the half-engaged position of the clutch 16 each time the clutch 16 is engaged. Further, the engine control circuit 12 can hold the clutch stroke when the clutch 16 is completely engaged after the engagement drive is completed, and can update the stroke and learn the value every time the clutch 16 is engaged. Furthermore, when the clutch 16 is engaged and driven, it is possible to increase the clutch stroke when the clutch 16 is in the half-engaged position by adding a predetermined clutch stroke to the learned value. Then, the engine control circuit 12 determines the clutch stroke of the clutch 16 at the half-engaged position by selecting one of the clutch strokes at the half-engaged position obtained in this manner, or by performing a predetermined process using both of the clutch strokes at the half-engaged position. The positive value of can be determined. By performing the above two processes, the engine control circuit 12 can accurately determine the latch stroke for the clutch 16 to be engaged at half speed, regardless of the clutch hydraulic oil, wear of the clutch 16, dimensional errors in each part, etc. It is possible. In addition, in FIG. 1, the output oil amount of the accumulator 42 is determined by the oil amount detector 56, and the vehicle speed is determined by the vehicle speed detector 58.
The gear shift positions of the transmission 24 are detected by shift position detectors 60, respectively. The oil pressure detection signal 210 from the oil amount detector 56 is used to control the drive of the oil pump 40. In addition, the vehicle speed detection signal 212 of the vehicle speed detector 58 is used together with the detected accelerator pedal depression amount 200 of the accelerator pedal depression amount detector 10 to calculate the shift timing for automatic shifting. A clutch operation command and a gear ratio selection command for the transmission 24 can be automatically generated internally according to the amount of accelerator depression. Furthermore, the engine control circuit 12 can detect the completion of shifting of the transmission 24 based on the shift position detection signal 214 of the -11 shift position detector 60. The shift I/position detector 60 is composed of a plurality of oil detectors 1i, which will be described later. In FIG. 1, the presence or absence of operation of the brake pedal is detected by a brake pedal operation detector 62,
The brake pedal operation detection signal 216 is used for engine braking. That is, when the brake pedal is being operated and the number of revolutions of the diesel engine is close to a predetermined number of revolutions -L, the engine control circuit 12 can maintain the clutch 16 in a connected state to enable the use of engine braking. Further, when the brake pedal is being operated and the number of revolutions of the diesel engine is below a predetermined number of revolutions, the clutch 116 can be immediately disconnected to enable deceleration of the vehicle only by the foot brake without using the engine brake. Additionally, this device can also function as a fully automatic transmission, and for this purpose, a switch 64 for switching between both modes, and a clutch operation command generation circuit 6 are provided.
6. Mode switching command 2 from gear ratio selection command generation circuit 68
18, clutch operation command 220, gear ratio selection command 222
is supplied to the engine control circuit 12. FIG. 2 illustrates the configuration of the gear shift operation section in the device of this embodiment, and the gear shift box 69 is disposed near the driver's seat. A shift 1/bar 70 is rotatably supported upright on the transmission box 69, and a shift knob 72 is provided at the tip of the shift lever 70. As mentioned above, in this embodiment, the gears are changed by a fully automatic transmission 9 at each of the following positions: 1st, 2nd, 3rd, 4th, neutral, reverse, drive, 1, 2, 3, 4, N. R and D are set. The gear ratio selection command generation circuit 68 and the switch 64 are built into the gear ratio selection command generation circuit 69, and the gear ratio selection command generation circuit 68 detects the operation position of the shift lever 70, that is, the gear change position, and issues the gear ratio selection command. 222
It can be output to the engine control circuit 12 as a signal. Further, the switch 64 is turned on only when the shift lever 70 is operated to position D, and the engine control circuit 12 is configured to give priority to the clutch operation command and gear ratio selection command generated within the engine control circuit 12 at this time.
can be given commands. Furthermore, the clutch operation command generation circuit 66 is connected to the shift knob 7.
It is incorporated within 2. -1- The shift knob 72 is pivotably shifted by a pin 74 in the left-right direction in the figure, that is, in the operating direction of the shift lever 70, and is attached to the tip of the 8-70. A pair of spring outer terminal plates 7 arranged along the 3 directions and extending downwardly.
6A and 76B are obsolete. That shift lever
A pair of terminal plates 78 formed in a U-shape are provided at the top of the terminal plate 70.
A spring terminal body 80 having A and 78B is attached. Contacts are formed on the inside of the tips of the terminal plates 76A and 78B, respectively, and contacts that contact the contacts of the terminal plate 76 and the end f plate 7 are formed on the outside of the tips of the terminal plates 78A and 76B.
Contacts that contact the contacts 6B are each formed. Therefore, when the shift lever 70 is not operated, the terminal plates 76A and 78A and the terminal plates 76B and 78B are in contact with each other and are in a conductive state as shown in FIG. 3. Also, when the shift lever 70 is operated in the opposite direction,
As shown in FIG. 4 or 5, the terminal plates 76B and 78B are in a non-contact state and the clutch operation command 220 is
is output. Based on the various detection signals and commands described above, the engine control circuit 12 performs predetermined arithmetic processing, and the drive currents 224, 22
6, 228, and 230 can be supplied to the oil pump 40, on/off valve, L-center valve 44, shift actuator 82, 84, and duty solenoid valve 46, respectively. The engine control circuit 12 can maintain a predetermined pressure by driving the oil pump 40 with the drive current 224 while monitoring the output oil pressure of the accumulator 42 using the oil pressure detection signal 210 (1111). In addition, when a clutch operation command is generated internally in the engine control circuit 12, or when a clutch operation command generation circuit 66
When the clutch operation command 220 is inputted from the clutch 16, the on/off solenoid valve 44 is controlled to open by the drive current 226, and the clutch 16 can be immediately driven to disconnect. Here, the engine control circuit 12 of the water device is connected to the clutch 1.
6, the engine speed can be controlled to be reduced. In this embodiment, as described above, the detected accelerator pedal depression amount is 200, and the engine 5 rotation speed detection signal is based on a two-dimensional map in which the accelerator pedal depression amount, the engine rotation speed, and the basic fuel injection QBASE are stored in correspondence. 206 performs a search and the basic fuel injection iQBASE is obtained, so the engine control circuit 12 detects a constant whose value is O upon generation of the internal clutch operation command or input of the clutch operation command 220 and changes it to the accelerator pedal depression amount 200. The number of revolutions of the diesel engine is controlled to be reduced by multiplying the two-dimensional map and searching the two-dimensional map using the multiplied value. Note that this rotational speed reduction control is continued until the coupling drive of the clutch 16 is started. Further, after the clutch 16 is disconnected, the engine control circuit 12 issues an internally generated gear ratio selection command or a gear ratio selection command 222.
It is possible to automatically shift the transmission 24 by supplying the drive current 228 according to the above to the actuators 82, 84 of the transmission hydraulic drive device 81. Furthermore, when the completion of automatic gear shifting is confirmed by the shift position detection signal 214, the engine control circuit 12 supplies the drive current 230 to the duty solenoid valve 466 to control its opening, thereby opening the clutch 16. The rapid part can be driven in the connecting direction. During this time, the clutch stroke is monitored by the position detection signal 204, and the engine control circuit 12 stops outputting the drive current 230 when the detected clutch stroke reaches the clutch stroke at the half-speed engagement position according to the learning process described above. This allows the duty solenoid valve 46 to be closed and the clutch 16 to be stopped. Since the clutch I6 is rapidly driven to the half-speed engagement position in this way, the vehicle's idle running force 9 is prevented during that time.
In addition, since the learning clutch stroke accurately corresponds to the half-speed engagement position, clutch 1 can be moved from the disengaged state to the half-speed engagement state.
6, ensuring a smooth transition. Note that since learning has not yet been performed when the clutch 16 is first moved in the connecting direction, its initial value is stored in advance in the engine control circuit 12 and is used at that time. Further, the engine control circuit 12 can change the half-speed engagement and stop position of the clutch 16 in response to the gear ratio selection command 222. For example, when the first gear or reverse position is selected by operating the shift lever 70, The clutch 16 can be controlled to stop at the half-speed engagement position, which is the most disconnected example. When the clutch 16 is controlled to stop at the half-speed engagement position as described above, the engine control circuit 12 supplies the drive current 230 with a predetermined duty ratio to the duty electromagnetic valve 46 to control the duty to open the clutch. 16 can be gradually driven in the connection direction from its half-fast connection position. Furthermore, when it is confirmed by the position detection signal 204 that the clutch 16 is in a completely engaged state, the engine control circuit 12 sets the duty solenoid valve 46 to all 1, so that the clutch 16 is fully engaged.
6 can be stabilized, and the clutch stroke at the fully engaged position can be learned by sampling the clutch strokes and averaging them. Here, the engine control circuit 12 of this embodiment can increase the rotation speed of the diesel engine in accordance with the clutch stroke detected by the position detection signal 204 while the clutch 16 is being driven in the engagement direction described in 1-. . In this embodiment, as described above, the target fuel injection IJJQ of the diesel engine is determined by searching the two-dimensional map based on the detected accelerator pedal depression amount 200 and the engine rotation speed detection signal 206, so the clutch stroke The coefficient according to the detected accelerator pedal depression amount 2
00, and the search is performed using the multiplied value. For this reason, the engine control circuit 12 has a table in which clutch strokes and -1-allocation factors are stored in correspondence. Furthermore, in the table marked "-" of this engine control circuit 12,
A plurality of types of coefficients are stored corresponding to the clutch stroke, and the engine control circuit 12 selects one of them according to the shift position of the transmission 24 while the clutch 16 is engaged and driven. In this way, the engine control circuit 12 has a plurality of clutch stroke-accelerator opening coefficient characteristics whose selection factor is the shift position of the transmission 24, and when the clutch 16 is being driven in the engagement direction, the transmission z4
shift) and clutch stroke selected by position.
It is possible to control the fuel injection amount by determining the accelerator opening coefficient based on the detected clutch stroke based on the accelerator opening coefficient characteristic. With this control, related operations of the clutch 16 and the accelerator are performed even during the clutch 16 connection control. Note that the engine control circuit 12 receives a gear ratio selection command 222, an internally generated gear ratio selection command, or a detection signal 2ia.
The shift position of the transmission 24 is detected. Further, in this embodiment, separate clutch stroke/accelerator opening coefficient characteristics are prepared for each shift position of the transmission 24, and these are determined based on operation data of an experienced driver. . For this reason, the engine speed is
The degree of increase is 1st gear, the lowest in reverse shift position, 2nd gear,
It becomes higher at the 3rd and 4th gear shift positions. FIG. 6 explains the configuration of the engine control circuit 12. The engine control circuit 12 of this embodiment is mainly composed of a microcomputer, and includes a CPU 86. R
Equipped with OM88 and RAM90. In FIG. 6, among the input signals of the engine control circuit 12, analog quantities are taken in via the MPX 92, A/D converter 94, and interface 96, and digital quantities are taken in from each buffer 98-1, 98-2. ...98-N
is imported via. The ROM 88 of the engine control circuit 12 stores the aforementioned two-dimensional map for engine control, learning initial values, a table in which clutch strokes and the coefficients are stored in correspondence, and other necessary data and programs. . 1 0 Further, the RAM 90 is backed up by an on-vehicle power supply and can hold data including the above-mentioned learned values and other data. Further, the drive current 228.230.226.224.
202 is a driver 10 provided on the output side of the CPU 86
0.102.104.106.108 to the actuator 82.84, duty solenoid valve 46, on/off solenoid valve 44, oil pump 40, and linear solenoid 14. Note that a timer 110 is provided in the engine control circuit 12, and the timer signal is supplied to the CPU 86, A/D converter 94, and interface 96. As mentioned above, in this device, the engine control circuit 12 constitutes a valve control circuit, and this valve control circuit controls the transmission operating hydraulic pressure provided in the transmission drive hydraulic circuit of the transmission hydraulic drive device 81 described below. The control valve is controlled to open and close, and a two-speed operation of the transmission 24 is performed. -1- note] - Lance mission hydraulic drive device 81 is the seventh
The actuator 82, 84 shown in the figure is provided. and by the actuator 84] in FIG.
- The speed change shaft 120 of the transmission 24 is rotationally driven, and the speed change shaft 120 is driven to move in the left-right direction in the figure by the actuator 82. The transmission 24 moves in the select direction Y in FIG. 9 by sliding the shift shaft 120 by the actuator 82, and in the shift direction X in FIG. 9 by rotating the shift shaft 120 by the actuator 84. The gear shift operation of the transmission 24 is performed by combining these operations in both directions. These actuators 82, 84 operate the above-mentioned speed change shirt 120 by hydraulic pressure, and for this purpose, the actuator 84 has cylinders 122, 124, and cylinders 123, 6, and 128, respectively. In FIG. 8, a shift shirt l-120 is extended from the main body of the transmission 24, and a shift shirt l-1 is shown extending from the main body of the transmission 24.
20 is covered by a cover 130 fixed to the main body of the transmission 24. A pore 132 is formed in the cover 16,
A piston 134 is attached to an extending portion of the speed change shirt 120 within the pore 132 . These pores 132 and pistons 134 constitute the cylinders 122 and 124, and when the oil pressure in the cylinder 122 increases, the speed change shaft 120 moves to the right in the figure, and when the oil pressure in the cylinder 124 increases, it moves the gear shift shaft 120 to the left in the figure. Driven. In this way, the actuator 82 is connected to the cylinder 122, 124.
By slidingly driving the speed change shaft 120, the transmission 24 can be operated in the select direction. Further, an arm 136 is fixed to the variable speed shirt 120, and as can be understood from FIG.
Both ends of 6 are driven by pistons 142, 144 via rods 138, 1404, respectively. These pistons 142 and 144 are slidably housed in the cylinders 126 and 128 of the actuator 84, so that when the oil pressure in the cylinders 126 increases, the pistons 142 are pushed down and moved counterclockwise in the figure. When the oil pressure inside the cylinder 128 increases, the piston 144 is pushed down in the figure, and the speed change shaft 120 is rotated clockwise. In this way, the actuator 84 is connected to the cylinder 126, 128.
By rotationally driving the speed change shaft 120, the transmission 24 can be operated in the shift direction. Cylinder 122.124 and cylinder 126.1
The hydraulic pressure of 28 is controlled by hydraulic control valves provided on each actuator 82, 84, and the hydraulic control valves are constituted by control valves 146, 148. Note that these control valves 146, 145 8 are a type of three-way solenoid valve, and their opening/closing control is performed by the drive type IN 22 supplied from the engine control circuit 12.
This is done by solenoids 150, 152 and 154, 156, respectively, which are driven by a. Further, the hydraulic oil for these control valves 146 and 148 is supplied from the reservoir tank 158 to the oil pump 16.
Hydraulic oil pressurized by this pump 160 is supplied to control valves 146 and 148 via an accumulator 162 and a high pressure line of a transmission drive hydraulic circuit 164 (reservoir tank 158, oil pump 160, it is also preferable that the accumulator 162 be used in common with the reservoir tank 38, oil pump 4o, and accumulator 42). Next, the control valve 146 will be explained. In FIG. 10, control valve 146 includes a six-spool valve 170 having a first land 166 and a second land 168, and the valve 170 is contained within a housing 172. As shown in FIG. This housing 172 includes a control valve 146.
is a kind of three-way solenoid valve, so it is provided with an input boat 174, a discharge boat 176, 178, and a drain boat 180. Discharge port 178
is connected to the cylinder 124, and the drain 1-180 is connected to the low pressure line of the transmission drive hydraulic circuit. In FIG. 10, the above-mentioned solenoids 150 and 152 are installed on the upper side and the F side of the spool valve 170, respectively, to drive the spool valve 170 with the force shown in the figure or downward.

[It has been forgotten,
The spool valve 170 can control the connection between the input boat 174 and the discharge boat 176, 178 by being driven downward by -L by these solenoids 150, 152. For example, the operation of these solenoids 150 and 152 causes the spool valve 1707 to slide to the right as shown in FIG.
When 174 and the discharge port 176 are brought into communication, the drain 1-180 and the discharge boat 178 are brought into communication. As a result, the oil pressure in the cylinder 122 increases, the cylinder 124 slides the speed change shirt 120 to the right in the figure, and the transmission 24 is operated in the select direction. In this manner, when the oil pressure in one of the cylinders 122, 124 is increased, the oil pressure in the other cylinder is necessarily decreased. On the other hand, if separate three-way solenoid valves are provided exclusively for the cylinders 122 and 124, and when the select direction operation is performed, the hydraulic pressure of both cylinders 122 and 124 will be increased or decreased. Defense I
However, in this embodiment, since this prevention is implemented in hardware, this kind of treatment is not required. Although the other control valve 48 is not shown in the drawings, it is installed in parallel with this control valve 146 and has a similar configuration, so its explanation will be omitted here. Further, the control valves 146 and 148 can also be configured as follows. In FIG. 12, the drain passage 182 is opened and closed by the solenoid 150 (or solenoid 154), and the drain passage 184 is opened and closed by the solenoid 152 (solenoid 156). Note that the spool valve 170 receives spring pressure and oil pressure on both sides. With the above configuration, for example, the solenoid 15
0 operates to close the drain passage 184, the spool valve 170 is driven to the right in the figure, and the input port 1-1
74 and the cylinder 122 are communicated via a discharge boat 176. As shown in -1- below, the transmission hydraulic drive device 81 includes a transmission drive hydraulic circuit 164, and a transmission operation hydraulic control valve 146, 14-8 provided in the transmission drive hydraulic circuit 164 operates as follows. The engine control circuit 12 performs opening/closing control to change the speed of the l-transmission 24. Here, in this device, the amount of hydraulic oil flowing in the transmission drive hydraulic circuit 1B4 is determined by the engine control circuit 12.
The engine control circuit 12 can determine whether the speed change operation of the transmission 24 is completed by monitoring the speed change. In order to detect the completion of the shifting operation of the transmission 24, no mechanical switch is used in this device, so that its operating force is not reduced. In this embodiment, as shown in FIG.
0 indicates the manual oil amount of the actuator 82, and the oil amount detector 19
2 can each detect the amount of oil input to the actuator 84. These oil amount detection signals 290 and 292 are supplied to the engine control circuit 12, which controls the clutch corresponding to the hydraulic oil 4 determined by the screw diameter and its stroke. When the integral value of the output oil amount of the agulator 162 from the 16 cutoff Hjr, that is, the actuator 820 human power drawing h\, and the human power oil h1 of the actuator J-Y 84, reaches a predetermined judgment level, the movement in the strobe direction ends. Transmission 2
It is possible to determine that the shift operation No. 4 has been completed. Further, when the process described in -1- is being performed, the oil pump 160 is not driven, and its control is performed by the engine control circuit 12 (not shown). Note that in this device, the oil amount detectors 190 and 192 are
・In a position other than the low pressure line of the transmission drive hydraulic circuit 164, for example, cylinders 122, 124, 126
．． 128 side, respectively. The engine control circuit 12 here functions as a valve control circuit.
The gear shift operation of the transmission 24 was not completed within a predetermined period after the gear shift operation of the transmission 24 was started by controlling the opening and closing of the transmission operating hydraulic control valves (146, 148) in accordance with the gear ratio selection command. Transmission drive hydraulic circuit 164
When detected by monitoring the hydraulic fluid flowing therein (in this embodiment, the amount of oil is monitored as described above, but the oil pressure may also be monitored), the transmission 24 can be operated to the neutral position. Further, after the clutch 16 has been engaged by opening/closing control of the clutch operating hydraulic control valve (46), it is not possible to perform the gear shifting operation of the transmission 24 again.
If it is possible. The embodiment of the device according to the present invention has the following configuration, and its operation will be explained below. FIG. 13 shows a flowchart I for processing a shift command.
4 each shows a flowchart for engine control. Step 300 in FIGS. 13 and 14, 4. At OO, the generation of an internal clutch operation command or the input of two clutch operation commands 220 are monitored, respectively. In step 300 of FIG. 13, if it is determined that the command -1- is not generated or input, the process proceeds to step 302, where the detected accelerator pedal depression amount 200 and the vehicle speed detection signal 212 are determined. It is captured. Then, in the next step 304, the shift timing is determined from the accelerator pedal depression h1 and heavy speed taken in step 302. On the other hand, if it is determined in step 400 of FIG. 14 that the above-mentioned command has not been generated and has not been input, the process advances to step 402 and the normal operation shown in flowchart 1 in FIG. engine control is performed. In steps 404 and 406 in FIG. 15, 200 and 206 for detecting accelerator pedal depression and engine speed detection are respectively taken. Furthermore, in step 408, three basic fuel injection amounts QBASE are searched from the two-dimensional map using the accelerator pedal depression amount and the engine speed. And in step 410, the injection fit Q BAS
The actual fuel injection amount Q is determined by adding corrections +E due to various factors to E. In the final step 412, the drive type fAt 202 corresponding to the injection amount Q is supplied to the linear renoids 14. As shown in -1- below, when a clutch operation command is not generated internally and the clutch operation command 220 is not input, the engine control circuit 12 calculates the shift timing and performs normal injection control of the diesel engine. Processing is done in parallel. Further, if a clutch operation command is generated internally through the processing in step 304 or if the shift knob 72 is operated, it is determined in step 300 that there is a command, and the process proceeds to step 306. In this step 306, it is determined whether or not the shift lever 70 is in the D position. If it is determined in this step 306 that the shift lever 70 is in the D4 position, the process in step 304 is performed. Priority processing is performed in step 308 in which the obtained internal clutch operation command and gear ratio selection command are treated as valid as they are. If the D position is not set, priority processing is performed in step 310 in which the internal clutch operation command and gear ratio selection command are invalidated and the input clutch operation command 220 and gear ratio selection command 222 are treated as valid.
It will be held in When these processes 308 and 310 are completed, the shift flag is finally set in step 312. On the other hand, if it is determined in step 400 of FIG. 14 that there is a command, the process proceeds to step 414, where engine control for speed change is started. 16 and 17 respectively show the flowcharts for clutch operation 1, l, and transmission operation which are started by setting the shift flag, and FIG. 18 shows the flowchart for the clutch operation 1. The engine control flowchart 1 for speed change is shown in FIG. 19, and the timing chart at this time is shown in FIG. In FIG. 19, time t immediately before automatic gear shifting is performed.
At o, the clutch stroke C3T is the minimum value CMIN, which is 0% of the total, and the clutch 16 is in the connected state. And the accelerator pedal depression amount θ1 at this time 10
is an arbitrary value 00. At time t1 in FIG. 19, an internal clutch operation command is generated or a clutch operation command 220 is input. As a result, the shift flag is set in step 312, and in the first step 500 of FIG. 16, the on/off solenoid valve 44 is opened by the drive current 226, and the clutch 16 is immediately driven to disconnect. In this embodiment, the clutch stroke C is controlled by controlling the opening and closing of the on-off solenoid valve 44.
3T is 6 enough to disengage the clutch 16 and can immediately shift to engagement of the clutch 16 (n'
It is maintained at 4cMAX. Note that this holding control is performed while monitoring the clutch stroke C3T using the position detection signal 204. In the first step 600 in FIG. 17, it is determined whether the clutch 16 is disengaged based on whether the clutch stroke C3T has reached the value CWAX, and the clutch 16 is disengaged by the disengagement drive of the clutch 16. A determination is made that Based on this determination, an internally generated gear ratio selection command or gear ratio selection command 222 is set in step 602. Then, in the next step 604, the drive current 228 according to the command set in step 602 is supplied to the actuators 82, 84, thereby changing the speed of the transmission 24. Completion of this shift operation is monitored by the shift position detection signal 214 in step 606, and upon completion, the process shown in FIG. 17 ends. -1- Completion of the shift operation is also monitored in step 502 of FIG. 16, and when it is determined that the shift operation is completed in step 502, the next step 504 from time t2 in FIG. Duty ratio 100%
The driving current 230 is supplied to the duty solenoid valve 46, and the duty solenoid valve 46 is fully opened. As a result, the clutch 16 is rapidly driven in the connecting direction,
This engagement direction drive continues until the clutch 16 becomes half engaged. In step 506 in FIG. 16, it is monitored whether the clutch stroke C3T has reached the half-engaged clutch stroke CC corresponding to the position where the clutch 16 is half-engaged. If it is determined through this monitoring that the clutch 16 is in a half-clutch state, step 5
At 08, the output of the drive current 230 is stopped, the duty electromagnetic valve 46 is closed, and the clutch 16 is controlled to stop in the half-engaged state 8. Note that the clutch stroke CC corresponding to the stop F position of the clutch 16 was obtained through the above-mentioned learning.
It is changed according to the gear ratio selection command, and in the case of speed 1 or reverse, the clutch 16 is controlled to stop at the most disconnecting position. Also, the engine control circuit 12 monitors changes in the engine rotation speed detection signal 206 and torque detection signal 208 during this drive, and the clutch stroke C3 at which the change occurs
T is detected and learning is performed to lie at the semi-connected position. As shown below, the clutch 16 changes from the fully engaged state to the half-speed engaged state 1.
Since the vehicle is rapidly driven up to C1, dry running of the vehicle during that period is prevented. Furthermore, since the clutch 16 is controlled to stop in the half-engaged position, no shock occurs during so-called clutch engagement. When the clutch 16 is controlled to stop in the half-engaged position in this way, the duty ratio of the drive current 230 is set in step 510, and the drive current 230 with this duty ratio is applied to the duty solenoid valve 46 in the next step 512.
is supplied from time t in FIG. As a result, the duty electromagnetic valve 46 is controlled to open the duty, and the clutch 16 is gradually driven in the connecting direction. Then, at time t4 in FIG. 19, the clutch stroke C3T reaches the value CMIN, and step 528 in FIG.
When it is confirmed that the clutch 16 is fully engaged, the output of the drive current 230 is stopped at step 530, and the duty solenoid valve 46 is closed. This maintains the clutch 16 in a fully engaged state. As described above, since the clutch 16 is gradually driven from the half-speed engaged state to the fully engaged state, the clutch 16 is smoothly engaged and driven. In this embodiment, when the vehicle is moving backwards and the amount of accelerator pedal depression is small, the clutch 16 is not driven until it is fully engaged, and is controlled to stop midway through to maintain it in a state where it slips. be done. This makes it easier to do lots of parking, such as parking in a garage or parallel parking. In addition, in this embodiment, when the clutch 16 is completely engaged, the drive current 2 is set to a duty ratio of 100%.
Clutch stroke C5T when 30 is output
The value of is stabilized. Soshi Tech Clutches) Roller C3
T is sampled multiple times, and the average value of the sample values is determined to learn the iF average value. A predetermined clutch stroke is added to this learned value to obtain the clutch stroke at the half-engaged position of the clutch 16. From this clutch stroke and the learned value, a positive value is determined based on their history, and a target value for temporary stop control of the clutch 16 is obtained. While the clutch 16 is being operated as described above, the diesel engine is controlled as follows. In the first step 700 in FIG. 18, it is determined whether or not the clutch 16 is in the disengaged state, and if the duty opening control of the duty solenoid valve 46 has not been started, the clutch 16 is in the disengaged state. If the duty opening control is started, it is determined that the clutch 16 is engaged. As described above, the process of step 700 is started when it is determined that there is a command in step 400, so the clutch operation command is generated internally or after the clutch operation command 220 is input. In this embodiment, it is determined that the clutch 16 is being disengaged until the clutch 16 starts to be driven in the connecting direction. Further, after the clutch 16 starts to be driven in the engaging direction (after time t2), it is determined that the clutch 16 is being engaged. If it is determined in step 700 that the clutch 16 is disconnected in this way, in step 702, the actual accelerator pedal depression 5i01 (θ1=θO) detected by the accelerator pedal depression amount detector lO is It is captured. 2. Then, in the next step 704, the constant 0 is multiplied by the accelerator pedal depression B>01 to obtain the accelerator pedal depression 402 for the two-dimensional map search. Furthermore, in step 706, the basic fuel injection amount QBASE is determined from the -1-dimensional map based on this two-dimensional map search accelerator pedal depression Iao2 and the engine speed detected by the engine speed detector 50. In other words, the rotation speed of the diesel engine is determined by the clutch 16.
Due to the disconnection of the clutch 16, the depression ji before the clutch 16 is disconnected is
The rotation speed is rapidly reduced from the rotation speed corresponding to i 01 to the idle rotation speed. The rotational speed is kept constant while the clutch 16 is disengaged. Therefore, even if the driver continues to depress the accelerator or depresses the accelerator further, the diesel engine will not be revved up, and the diesel engine will never overrun. 3 Next, a case where it is determined in step 700 that the clutch 16 is not disengaged but engaged will be described. In this case, the accelerator pedal depression amount 01 is fetched in step 710, and the clutch stroke CST is fetched in step 712. Then, in step 714, the coefficient K is searched from the table using the clutch stroke C3T taken in step 712. Furthermore, in step 716, the step 1j-01 is
is multiplied by this coefficient K to obtain the accelerator pedal depression amount 02 for one-dimensional Matsubu search. Therefore, during this depression, o2 is controlled to increase gradually from the value 0 toward the depression amount θ1 in accordance with the clutch stroke C3T, as shown in FIG. As a result of this depression 1102, the basic fuel injection amount QBASE is determined at step 706 in FIG.
Since engine control is performed in step 708 based on SE, the rotation speed of the diesel engine is controlled to gradually increase in accordance with clutch stroke C3T. As described in 1- above, while the clutch 16 is engaged and driven, the engine rotational speed is controlled to increase in accordance with the engagement drive level, and the related operations of the clutch 16 and the accelerator are automatically performed. As a result, even an inexperienced driver can perform appropriate gear shifting operations. Here, the coefficients used in the following engine speed control are searched from the clutch stroke-coefficient characteristics selected from the table as follows. FIG. 20 shows a selection processing procedure for the characteristics described in -I-, and this processing is started when it is determined in step 700 of FIG. 18 that the clutch 16 is not disengaged, and is started at the latest. The process ends before the search for coefficients is performed in step 714. In FIG. 20, in the first step 800, it is determined whether or not the shift position of the transmission 24, which has been shifted up to that point, is the first gear position. Further, step 802 determines whether or not the 2nd speed position is present, and step 804 determines whether or not the 3rd speed position is present.
6, whether it is in the 4th gear position or not, and step 808
In each case, it is determined whether or not the vehicle is in the retreat position. When it is determined in step 800 that the shift position is the 1st speed position, the process proceeds to step 810, where characteristics for 1st speed are selected. Furthermore, when it is determined in step 802 that the shift position is the 2nd speed position, the process proceeds to step 812, and when the characteristic for 2nd speed is selected and the shift position is determined to be the 3rd speed position in step 804, the process proceeds to step 814. Go forward, 3
If the characteristic for speed is selected and the shift position is determined to be the 4th speed position in step 806, step 816 is performed.
, the characteristics for fourth speed are selected, and step 80
When it is determined in step 8 that the shift position is the reverse position, the process proceeds to step 818, where a characteristic for reverse is selected. 6 In this way step 810.812.814.816
．． The characteristics selected in either step 818 are displayed in step 820.
is set, and the processing in FIG. 20 is completed. As shown below, in this embodiment, separate clutch stroke-accelerator opening coefficient characteristics are provided for each shift position of the transmission 24, and one of them is selected depending on the shift position of the transmission 24. There is. As described above, since these characteristics are determined based on the operation data of a skilled driver, the step 714
When engine control is performed using the coefficient K searched in Even an inexperienced driver can operate the accelerator appropriately in the same way as an experienced driver. Here, the step 502 in which it is determined whether the shift of the transmission 24 is completed is performed in the following procedure. When the disconnection drive of the clutch 16 is started, the process shown in FIG. 21 is started. In FIG. 21, in step 900, the start of driving the clutch 16 in the disconnecting direction is monitored, and in step 90
If the start is confirmed with 0, the process advances to step 902. In this step 902, those detection signals 290.29
2 have been sampled, and in the next step 904, they are each integrated to obtain an overview of the hydraulic fluid. Then, in step 906, r1 is determined as to whether or not the duty solenoid valve 46 is fully opened.
When it is determined that the duty electromagnetic valve 46 is not fully opened, the processes of steps 902 and 904 are repeated. Further, when it is determined that the duty electromagnetic valve 46 is fully opened, the speed change operation of the transmission 24 has been completed, so this routine is ended. On the other hand, in step 502 of FIG. 16, the output oil of the accumulator 162 (7) is set to a determination level corresponding to the amount of hydraulic oil determined by the diameter of the screw 8 and its stroke.
That is, it is determined that when the amount of oil input to the actuator 82 and the amount of oil input to the actuator 84 have been reached, the movement in the strobe direction has ended and the speed change operation of the transmission 24 has been completed. In this embodiment, after the operation in the select direction is performed, the gear shift operation of the transmission 24 is performed by performing an operation in the shift direction. After the hydraulic oil is drained,
It is determined that the gear shift operation of the transmission 24 has been completed when a predetermined amount of hydraulic oil flows for the operation in the shift direction. For example, when a gear shift operation is performed to ■ speed, 4.5
After cc of hydraulic oil has flowed, when 6cc of hydraulic oil is waved due to operation in the shift direction, the transmission 24
It has been determined that the gear shifting operation has been completed. Note that while the following process is being performed, the oil pump 160 is not being driven and is controlled by the engine control circuit 12. Next, a processing procedure for a speed change operation of the transmission 24 will be explained. In FIG. 22, in step 950, it is determined by monitoring the clutch stroke whether the clutch 16 is in the disengaged state, and when it is determined that the clutch 16 is in the disengaged state, the process proceeds to step 952. In this step 952, a table search is performed using the current gear position and the target gear position indicated by the gear ratio selection command, and the transmission 24 moves from the current gear position to the target gear position indicated by the gear ratio selection command in the shortest time. A shift pattern in which a speed change operation is performed is read out. Then, in step 954, the actuators 82, 84 are driven based on the above shift pattern, and the speed change operation of the transmission 24 is quickly performed. 0 Same as the start of the shift operation of this transmission 24 11+
In step 956, it is determined whether the timer has already been started, and if it is determined that the timer has not been started yet, step 958 is performed.
The timer is started. In the next step 960, it is determined whether or not the timer has timed up, for example, 300 m5ec has passed since the start of the shift operation. If it is determined that the timer has not timed up, the process advances to step 962 and the shift operation is resumed. It is determined whether or not it has been completed. If it is determined in step 962 that the shift operation has not been completed, the process returns to step 956, but if an affirmative determination is made in step 962 and the shift operation is completed within the timer time, this routine ends. be done. Further, if an affirmative determination is made in step 960 and the shift operation is not completed within the timer time, the timer is reset in step 964, and then step 96
6, the transmission 24 is operated to the neutral position. This disconnects the input shaft of the transmission 24 from the crankshaft of the engine, allowing the shaft 22 in FIG. 1 to rotate freely. Then, in step 968, the clutch 16 is immediately engaged. This increases the rotation of the shaft 22. Then, in step 970, the clutch 16 is disengaged again.
In step 972, the current position of the transmission 24 is set to neutral, and the process returns to step 952, where the fastest shift pattern is newly selected and the shift operation is repeated again. As described above, if the gear shift operation of the transmission 24 fails due to vibration, friction, lack of oil pressure, etc., the gear shift operation of the I/transmission 24 will be performed again within a short time, so until a gear shift request occurs again. The vehicle never runs idle. 1. Furthermore, if the gear shifting operation of the transmission 24 fails, the gear shifting operation is aborted, so that the gear noise condition does not continue, and damage to the transmission 24 can be prevented. Furthermore, since the shift operation is performed according to the shift pattern, the shift is always performed in the shortest possible time. When the transmission 24 is re-shifted, the transmission is set to neutral and the clutch 16 is connected to -11, so that the rotational speed of the shaft 22 increases in advance to ensure reliable operation of the synchronizer. In particular, when shifting from neutral to 1st gear when the vehicle is stopped in the 1- state, -[El clutch 16 is connected to rotate input shirt I of the stopped transmission 24! It is essential to engage the clutch 16 once because the gear will not be engaged even if you repeat the gear change operation without changing the gear. Even in the case of other gears, once the clutch 16 is connected, the synchronizer operation becomes easier. 3.2 Therefore, the re-shifting operation of the transmission 24 can be performed reliably without failure, and it will not have to be changed many times, thereby preventing damage to the synchronizer. As explained above, according to this embodiment, the engine control circuit automatically performs the gear change operation, thereby reducing the burden on the driver. In addition, in devices that use centrifugal clutches, friction clutches, and one-way clutches, the friction clutch is driven by air pressure, and engine output (7) cannot be effectively transmitted until the rotational speed reaches which the centrifugal clutch is fully engaged. In contrast, with this device, the clutch is driven by hydraulic pressure, so the responsiveness and accuracy of clutch control is extremely high.
Furthermore, since a friction clutch can be used, effective transmission of engine output is possible regardless of the rotational speed and engine output, and large power transmission is also possible. Since this device can use most of the parts used in manual transmissions, it has a simple structure and is advantageous in terms of cost, and can be easily miniaturized. Furthermore, this device does not include a fluid coupler in the power transmission path, which causes torque loss due to slippage, unlike devices that combine a clutch and a fluid coupler, so engine output can be efficiently transmitted to the I/Lance transmission. It is possible to do so. Also, since the clutch is rapidly driven in the engagement direction from the disengaged state to the half-speed engaged state during gear shifting, the vehicle is prevented from running idle during that time, and this makes the engine output effective when starting and accelerating the vehicle. available for quick start-up,
Acceleration is possible. Since the clutch is gradually driven from the half-engaged position to the engaged position, it is possible to engage the clutch without causing a shock. Furthermore, the engagement clutch stroke at the engagement position of the clutch is learned, and a predetermined clutch stroke is added to the learned value to determine the half-engagement clutch stroke at the half-engagement position of the clutch, and that value is used. Since clutch engagement control is performed using the half-speed engagement latch stroke learned from changes in engine speed and torque, the half-engagement position may change due to clutch wear, variations in various parts, etc. Also, constant connection control is always possible. Furthermore, according to this embodiment, the engine rotational speed is controlled to be reduced while the clutch is disengaged, regardless of the amount of depression of the accelerator pedal, so that the engine is prevented from racing during this period and the engine is prevented from overrunning. There isn't. Further, according to this embodiment, a plurality of clutch stroke-accelerator opening coefficient characteristics are prepared for each shift position of the transmission based on operation data of an experienced driver, and any one of them is Since engine control is performed using the coefficient K selected based on the shift position and searched from its characteristics, even an inexperienced driver can perform appropriate accelerator operation while engaging the clutch, just like an experienced driver. It is possible to do so. In addition, the hydraulic pressure of the transmission drive hydraulic circuit is detected to determine whether the transmission gear shift operation is complete, and the operating force is not reduced by this detection operation, so the transmission gear shift operation is performed quickly. becomes possible. Furthermore, since an oil amount detector is used for this detection, it is also possible to construct the apparatus at low cost. Further, there is no need to provide a mechanical switch on the speed change shaft L, and the oil amount detector can be easily assembled to the hydraulic circuit, and the device can be downsized. Additionally, if the transmission gear shift operation fails due to vibration, friction, insufficient oil pressure, etc., the transmission gear shift operation will be restarted within a short time, so the vehicle will not run idly until a gear shift request is made again. do not have. Furthermore, (if the gear shifting operation of the transmission fails, the gear shifting operation is aborted, so gear noise etc. will not continue, and damage to the transmission can be prevented. 7. Especially in this embodiment) According to the above, when the transmission is re-shifted, the transmission is set to neutral and the clutch is once engaged, so the input shaft rotational speed is set to I in advance.
; to ensure reliable operation of the synchronizer. Therefore, the re-shifting operation of the transmission is reliably performed without failure, and this is not repeated many times, thereby preventing damage to the synchronizer. [Effect of the Invention 1] As explained above, according to the present invention, when the transmission is re-shifted, the gear is set to neutral and the clutch is temporarily connected, so that the rotational speed of the input shaft is increased in advance and the synchronizer is reliably activated. This ensures proper operation. Therefore, the re-shifting operation of the transmission is reliably performed without failure, and this is not repeated many times, thereby preventing damage to the synchronizer.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of the device according to the present invention, and FIG.
FIG. 8 is an explanatory diagram of the configuration of the speed change operation section in the embodiment. FIG. 3 is an explanatory diagram of the circuit configuration of the clutch operation command generation circuit in FIG. 2, and FIGS. Fig. 5 is an explanatory diagram of the configuration of the engine control circuit in Fig. 1, Fig. 7 is an explanatory diagram of the configuration of the transmission hydraulic drive device, Fig. 8 is an explanatory diagram of the configuration of one of the transmission actuators, FIG. 9 is an explanatory diagram of the operation direction of the transmission, FIG. 10 is an explanatory diagram of the configuration of the other shift actuator, FIG. 11 is an explanatory diagram of the operation of the shift actuator, FIG. Fig. 13 is a flowchart for processing a shift command, Fig. 14 is a flowchart 1 for engine control, Fig. 15 is a flowchart 1 for engine control during non-shifting, and Fig. 16 is a flowchart 1 for clutch operation.・Fig. 17 is a flowchart 1 for transmission operation, Fig. 18 is a flowchart for engine control for shifting, Fig. 19 is a timing chart 1,
Figure 20 is a flowchart for selecting a clutch stroke coefficient of 4, Figure 21 is a flowchart 1 diagram explaining the preprocessing procedure for determining whether the shift is complete,
Is the diagram a flowchart explaining the gear shifting operation procedure? -1・There is a diagram. 10...Accelerator pedal depression star detector, 12-Engine control circuit, 14-E linear solenoid 1/id, 16--Clutch, 24-Transmission, 32-Clutch hydraulic drive device , 34...Hydraulic circuit for cut-off drive, 36...Hydraulic circuit for connection drive, 44...On-off solenoid valve, 46-Duty solenoid valve, 50...Engine rotation speed detector, 54...・Position detector, 58... Heavy speed detector, 60... Shift position detector, 66... Clutch operation command generation circuit 81... Transmission hydraulic drive device, 146.
148...Control pulp, 0 164...Transmission drive hydraulic circuit, 190.192--Kist oil M detector. Agent Patent Attorney Atsushi Nakajima 1 Figure 2 Figure 1;

Claims (1)

[Claims] (1) A transmission hydraulic drive device having a clutch driving hydraulic circuit and a clutch operating hydraulic pressure control valve in the hydraulic circuit; A transmission hydraulic drive device equipped with a control valve and a hydraulic control valve for transmission operation are controlled to open and close in accordance with a gear ratio selection command to perform a gear shift operation on the I-transmission, and to detect a failure in the gear-shift operation on the I-transmission. a valve control circuit that operates the transmission to a neutral position and then controls the opening and closing of a clutch operation hydraulic control valve to engage the clutch when detected by monitoring hydraulic oil flowing in the drive hydraulic circuit; An automatic transmission device for a vehicle comprising: