WO2013018671A1

WO2013018671A1 - System for controlling mechanical automatic gear system

Info

Publication number: WO2013018671A1
Application number: PCT/JP2012/069085
Authority: WO
Inventors: 哲郎小関
Original assignee: 三菱ふそうトラック・バス株式会社
Priority date: 2011-08-02
Filing date: 2012-07-27
Publication date: 2013-02-07
Also published as: AU2012291146B2; CN103608601A

Abstract

Engine torque (Teg) is calculated by an engine torque calculation unit (31) on the basis of the speed of an engine (10) and the amount of intake air, and the amount of fuel injected. The speed change amount (aeg) is furthermore calculated by a speed change amount calculation unit (32). Clutch torque (Tcl) is calculated by a clutch torque calculation unit (33) on the basis of the engine torque (Teg), speed change amount (aeg), engine inertia moment (Ieg) and formula (1). Clutch stroke (Scl) is then calculated by a clutch stroke calculation unit (34) from a map indicating the relationship between the clutch torque (Tcl) and the clutch stroke (Scl), and a clutch operation unit (25) is actuated in such a way as that the clutch stroke (Scl) is achieved.

Description

Control system for mechanical automatic transmission

The present invention relates to a control system for a mechanical automatic transmission, and more particularly to clutch control during gear shifting.

2. Description of the Related Art As a vehicle transmission device, a mechanical automatic transmission device that enables automatic transmission by operating an operation (selection and shift) of a transmission in a manual transmission device and connection / disconnection of a clutch by an actuator is known (Patent Document). 1). In the automatic transmission, when the clutch is disconnected at the time of shifting, the power of the engine is suddenly disconnected, which may cause a shock.

Therefore, in the automatic transmission, for example, the engine torque is unloaded as in Patent Document 1, and the clutch is disengaged, or the speed of disengaging the clutch is changed according to the engine torque as in Patent Document 2, As disclosed in Patent Document 3, by controlling the engine torque so that the vehicle acceleration becomes zero, the clutch is disengaged, etc., thereby reducing torque fluctuation due to engine power disengagement at the time of clutch disengagement and shock at the time of shifting Is reduced.

JP 2004-270812 A JP 2007-211194 A Japanese Patent No. 3752959 Japanese Patent No. 3417823

However, the automatic transmission of the above-mentioned patent document controls the disengagement of the clutch based on the engine torque, and does not consider the load applied to the drive system components from the clutch to the drive wheels.

Accordingly, as the clutch is disengaged, the inertia on the engine side applied to the drive system parts after the clutch is suddenly eliminated, so that the load of the drive system parts is suddenly released, and the rotation of the drive system parts (for example, the clutch rotational speed) Is greatly disturbed, and as a result, a shock at the time of shifting occurs, which is not preferable.

Further, for example, when the clutch is disengaged in association with the shift in the technique of Patent Document 1, the clutch is first operated in the disengagement direction at a predetermined speed, and then the clutch torque (torque transmitted through the clutch) is sufficient. The clutch operation speed is increased at a predetermined timing at which the risk of occurrence of shock disappears due to a decrease in speed, and the disconnection is completed.

That is, since a constant operation speed is uniquely applied from the start of the clutch disengagement operation to a predetermined timing, if the clutch operation speed is reduced to suppress the shock, the shift time is prolonged and the shift time is shortened. Increasing the clutch operating speed will cause a shock. Therefore, there is a trade-off relationship between suppression of shock when the clutch is disengaged and shortening of the shift time, and both cannot be satisfied.

The present invention has been made to solve such a problem, and an object of the present invention is to provide a control system for a mechanical automatic transmission that can reduce shock during shifting.

In order to achieve the above object, a control system for a mechanical automatic transmission according to the present invention is mounted on a vehicle and supplies power to an input shaft to which power from an internal combustion engine is input via a clutch, and to drive wheels of the vehicle. An output shaft for outputting; a plurality of gear trains provided on the input shaft and the output shaft; and a plurality of switching means for switching engagement states of the plurality of gear trains, and operating the plurality of switching devices. Transmission means for increasing and decelerating and outputting power input from the internal combustion engine, and control means for controlling the operation of the clutch and the plurality of switching means, the control means being in an engaged state of the gear train The clutch is operated such that the clutch is disengaged when a drive system load, which is a load applied to the clutch, is zero at the time of switching.

Preferably, an operation state detection unit that detects an operation state of the internal combustion engine is provided, and the control unit detects an output torque of the internal combustion engine that is detected by the operation state detection unit and a preset value of the internal combustion engine. The drive system load may be calculated based on the moment of inertia and the amount of change in the rotational speed of the internal combustion engine detected by the operating state detecting means.

Preferably, the vehicle further includes a traveling state detection unit that detects a traveling state of the vehicle, and the control unit manages a map of a relationship between the driving system load and the clutch stroke, and is detected by the traveling state detection unit. Preferably, the map is corrected based on the traveling state of the vehicle, and the clutch stroke is calculated based on the corrected map.

Preferably, the control means includes a clutch slip index calculating means for calculating a slip index that correlates with a slip state of the clutch based on an input / output rotational speed of the clutch, and an operation in the disengagement direction of the clutch. Based on the slip index calculated by the clutch slip index calculating means, a half-clutch state determining means for determining whether or not the clutch is in a half-clutch state in which slip occurs, and a half-clutch state by the half-clutch state determining means And a clutch operation speed control means for increasing the operation speed of the clutch when the determination is made.

More preferably, the clutch operating speed control means may continuously increase the operating speed of the clutch at a predetermined change rate when the determination of the half-clutch state is made (Claim 5).

According to the control system for a mechanical automatic transmission of the present invention, when the gear train is switched, the clutch is operated so that the clutch is disengaged when the drive system load is zero.
Thus, by operating the clutch when the drive system load is zero, the internal combustion engine is transmitted from the internal combustion engine side applied to the drive system components on the drive wheel side from the clutch when the clutch is disconnected with no load. A sudden decrease in force (such as inertial force) can be prevented, and the load on the drive system components can be prevented from being suddenly released.

Therefore, since the rotation of the drive system components (for example, the clutch rotation speed) can be prevented from being greatly disturbed, the occurrence of a shock at the time of shifting can be prevented.
In addition, the drive system load is calculated based on the output torque of the internal combustion engine, the moment of inertia of the internal combustion engine, and the amount of change in the rotational speed of the internal combustion engine, so there is no need to provide sensors for detecting the drive system load. Thus, it is possible to accurately calculate the driving system load while suppressing an increase in cost (claim 2).

Further, the clutch stroke amount is calculated from a map of the drive system load and the clutch stroke corrected based on the vehicle running state detected by the running state detecting means. For example, the vehicle running distance is extended and the clutch deteriorates. Even in such a case, the clutch stroke can be accurately calculated in consideration of the deterioration of the clutch (claim 3).

In addition, a slip index correlated with the slip state of the clutch is calculated based on the input / output rotational speed of the clutch during operation in the clutch disengagement direction, and whether or not the clutch is in the half-clutch state based on the slip index is calculated. When the half clutch state is determined, the clutch operating speed is increased. In the clutch half clutch state, a large shock may occur even if the operating speed in the disengagement direction is increased. On the other hand, the timing for completing the disconnection of the clutch is accelerated by increasing the operation speed. Therefore, both shock suppression at the time of clutch disengagement and shortening of the shift time can be achieved, so that the shift feeling can be improved (claim 4).

In addition, when the determination of the half-clutch state is made, the clutch operating speed is continuously increased at a predetermined rate of change, so both shock suppression and shift time shortening can be achieved at a higher level. (Claim 5).

It is a schematic block diagram of the control system of the mechanical automatic transmission which concerns on 1st Example of this invention. It is a control block diagram which shows the clutch operation control procedure of the control system of the mechanical automatic transmission which concerns on 1st Example of this invention. It is a figure which shows the clutch control state at the time of gear shifting operation of the control system of the mechanical automatic transmission which concerns on 1st Example of this invention in time series. It is a map which shows the relationship between the clutch torque of the control system of the mechanical automatic transmission which concerns on 1st Example of this invention, and a clutch stroke. It is a control block diagram which shows the clutch operation control procedure of the control system of the mechanical automatic transmission which concerns on 2nd Example of this invention. It is a figure which shows the clutch control state at the time of gear shifting operation of the control system of the mechanical automatic transmission which concerns on 2nd Example of this invention in time series. It is a figure which shows the clutch control state at the time of gear shifting operation in other embodiment in time series.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
First, a control system for a mechanical automatic transmission according to a first embodiment of the present invention will be described.
[First embodiment]
FIG. 1 is a schematic configuration diagram of a control system for a mechanical automatic transmission according to a first embodiment of the present invention. Hereinafter, the configuration of the control system of the mechanical automatic transmission will be described.

As shown in FIG. 1, a control system for a mechanical automatic transmission is mounted on a vehicle (not shown), and is roughly divided into an engine (internal combustion engine) 10, a mechanical automatic transmission (transmission means) 20, and an electronic control unit ( (Hereinafter referred to as ECU) (control means) 30. Each component is electrically connected.

The engine 10 generates power according to the amount of operation of an accelerator pedal (not shown) of the driver. Further, the engine 10 includes a crank angle sensor (operating state detecting means) 11 for detecting the rotational speed of the engine 10, that is, the rotational speed on the input side of the clutch 21, and an air flow sensor (operating state) for detecting the intake air amount of the engine 10. Detection means) 12 and a fuel injection valve (operating state detection means) 13 for injecting fuel and adjusting the output of the engine 10 are provided.

The mechanical automatic transmission 20 operates a plurality of transmission units (switching means) (not shown), switches the gear train engagement state, shifts and amplifies the power generated by the engine 10 according to the vehicle speed, and displays the power. It transmits to the tire that does not. The mechanical automatic transmission 20 includes a clutch 21, an input shaft 22, an output shaft 23, a propeller shaft 24, a clutch operation unit 25, an output shaft rotation sensor (running state detection means) 26, and a clutch rotation speed sensor 27. Yes.

The clutch 21 is interposed between the engine 10 and the input shaft 22, and transmits or blocks power generated by the engine 10 to the input shaft 22.
The propeller shaft 24 is connected to the output shaft 23 and transmits the shifted power to the tire.

The clutch operation unit 25 is composed of an actuator or the like, and connects and disconnects the clutch 21. The clutch operation unit 25 has a built-in stroke sensor that detects the stroke amount of the clutch 21.
The output shaft rotation sensor 26 detects the rotation speed of the output shaft 23, and calculates the vehicle speed of the vehicle based on the detection signal of the sensor, the gear ratio (final reduction ratio) after the output shaft 23, and the tire outer periphery. Is possible.

The clutch rotational speed sensor 27 detects the rotational speed of the output side of the clutch 21, and based on the detection signal of the sensor and the detection signal of the crank angle sensor 11 that detects the rotational speed of the engine 10. The input / output rotational speed difference can be calculated. The input rotational speed of the clutch is the rotational speed of the engine 1, and the output rotational speed of the clutch 21 is the rotational speed of the clutch 21.

The ECU 30 is a control device for performing comprehensive control of the vehicle, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), and the like.
Sensors such as a crank angle sensor 11, an air flow sensor 12, a fuel injection valve 13, a clutch operation unit 25, and a clutch rotational speed sensor 27 are electrically connected to the input side of the ECU 30. Detection information is input.

On the other hand, the clutch operation unit 25 is electrically connected to the output side of the ECU 30.
The ECU 30 calculates the running state of the vehicle such as the vehicle speed and the operating state of the engine 10 such as the engine torque from the detection information detected by these various sensors. Further, the ECU 30 determines the travel state, the driving state, and the operation state of the shift operation unit (not shown) of the driver, and controls the clutch operation unit 25 and the transmission unit to change the speed of the mechanical automatic transmission 20.

Hereinafter, the operation control of the clutch 21 in the ECU 30 of the control system for the mechanical automatic transmission according to the first embodiment of the present invention configured as described above will be described.
FIG. 2 is a control block diagram showing a clutch operation control procedure of the control system for the mechanical automatic transmission according to the first embodiment of the present invention.

FIG. 3 is a diagram showing, in a time series, clutch control states at the time of a shift operation in the ECU 30 of the control system for the mechanical automatic transmission according to the first embodiment of the present invention. The engine torque Teg that is the output torque, the thick solid line is the clutch torque (drive load) Tcl that is the torque applied to the clutch 21, the thin broken line is the fully connected position where the clutch 21 is completely connected, and the alternate long and short dash line is the clutch 21 The half-clutch start position where power transmission starts is shown, and the two-dot chain line shows the complete position where the clutch 21 is completely disconnected.

FIG. 4 is a map showing the relationship between the clutch torque Tcl and the clutch stroke Scl. In the figure, the broken line indicates before correction, and the solid line indicates after correction. The pre-correction is a clutch torque Tcl that can be transmitted with respect to the clutch stroke Scl when the clutch 21 is new. Further, the corrected value is a clutch torque Tcl that can be transmitted to the clutch stroke Scl in consideration of the degree of deterioration of the clutch 21 due to traveling conditions such as a vehicle speed and a traveling distance of the vehicle. The map is set so that the clutch torque Scl = 0 and the clutch stroke Scl is at the half clutch position.

As shown in FIG. 3, when an operation state of the shift operation unit of the driver, the vehicle speed of the vehicle, and the like are discriminated and the shift is started, the ECU 30 operates the clutch operation unit 25 in a direction in which the clutch 21 is disconnected. The clutch stroke Scl is changed (FIG. 3a).

Next, as shown in FIG. 3b, when the clutch stroke Scl reaches the first predetermined value, the subsequent clutch stroke control is performed based on the clutch torque Tcl at that time, and when the clutch torque Tcl = 0, the clutch stroke Scl is the half clutch position, That is, when the clutch torque Tcl = 0, the clutch 21 cannot transmit power. For example, as shown in FIG. 3, after the clutch stroke Scl becomes the first predetermined value, the change in the clutch stroke Scl is smaller than the change in the clutch stroke Scl before the first predetermined value.

Specifically, as shown in FIG. 2, the engine torque calculation unit 31 detects the rotational speed of the engine 10 detected by the crank angle sensor 11, the intake air amount of the engine 10 detected by the airflow sensor 12, and Based on the fuel injection amount calculated based on the operating state of the fuel injection valve 13 that supplies fuel to the engine 10, an engine torque Teg that is a torque generated by the engine 10 is calculated. Further, the rotation change amount calculation unit 32 differentiates the rotation speed of the engine 10 detected by the crank angle sensor 11 with respect to time, and calculates the rotation speed change amount aeg.

Then, in the clutch torque calculation unit 33, the engine torque Teg calculated by the engine torque calculation unit 31, the rotation speed change amount aeg calculated by the rotation change amount calculation unit 32, and the engine 10 stored in the ECU 30 in advance. The clutch torque Tcl is calculated based on the following equation (1) obtained from the engine inertia moment Ieg and the equation of motion.

Tcl = Teg−Ieg × aeg (1)
Next, the clutch stroke calculating section 34 takes into account the clutch torque Tcl calculated by the clutch torque calculating section 33 and the clutch torque Tcl and clutch stroke Scl shown in FIG. The clutch stroke Scl is calculated based on the map showing the relationship between The map is set so that the clutch torque Scl = 0 and the clutch stroke Scl is the half-clutch start position. As shown in FIG. 3c, when the clutch torque Tcl = 0, the clutch stroke Scl becomes the half-clutch start position.

Then, the clutch operating unit 25 is operated so as to have the clutch stroke Scl calculated by the clutch stroke calculating unit 34.
When the clutch stroke Scl reaches the second predetermined value after passing through the half-clutch start position, the clutch stroke Scl is changed by the predetermined clutch stroke Scl per predetermined time as before the first predetermined value, that is, at a predetermined inclination. The clutch operating unit 25 is operated so that the stroke Scl changes, and the clutch 21 is operated in the disconnection direction to reach the complete disconnection position (FIG. 3d).

Thus, according to the control system for the mechanical automatic transmission according to the first embodiment of the present invention, when the clutch torque Tcl calculated from the above equation (1) is 0 at the time of gear shift, the clutch stroke Scl. The clutch operating unit 25 is operated to the clutch 21 half clutch start position, that is, the clutch 21 cannot transmit power.

Thus, when the engine 10 is unloaded, the force transmitted from the engine 10 side applied to the drive system components such as the input shaft 22, the output shaft 23, and the propeller shaft 24 after the clutch 21 due to the disconnection of the clutch 21 ( It is possible to prevent the load of the drive system parts from being suddenly released due to a sudden decrease in inertia force and the like.
Therefore, since it is possible to prevent the rotation of the drive system parts from being greatly disturbed, it is possible to prevent the occurrence of a shock at the time of shifting.

Further, as shown in the above equation (1), since the clutch torque Tcl is calculated based on the engine torque Teg, the clutch torque Tcl changes corresponding to the fluctuation of the engine torque Teg during the control of the clutch 21, and the clutch 21 Smooth shifting can be achieved by suppressing the sliding of the engine and the engine speed. In particular, since clutch slippage can be suppressed, wear of the clutch 21 due to heavy use of half-clutch can be prevented at the time of shifting, and stalling due to slipping of the clutch 21 can be avoided when the vehicle is uphill during heavy climbing. be able to.

Further, the clutch torque Tcl is calculated based on the above formula (1), and it is not necessary to provide sensors for detecting the clutch torque Tcl. Therefore, the clutch torque Tcl can be accurately calculated while suppressing an increase in cost. Can do.

Further, the clutch stroke Scl is calculated from a map of the clutch torque Tcl and the clutch stroke Scl corrected based on the traveling state such as the vehicle speed and the traveling distance of the vehicle. For example, the traveling distance of the vehicle is extended and the clutch 21 is deteriorated. Even in such a case, the clutch stroke Scl can be accurately calculated in consideration of the deterioration of the clutch 21.

Furthermore, when the engine speed is relatively low at the time of shifting and the engine torque cannot be reduced to avoid engine stop, etc., when the control according to Equation (1) is performed, the clutch cannot be properly released. Until the control according to the equation (1) is possible, the clutch stroke may be controlled to be cut at a constant speed so that the engine is not stopped or the vehicle jumps out (runaway).

Further, the clutch 21 can be disengaged between a and b in FIG. 3 so as to satisfy the expression (1) in the same manner as between b and c in FIG. A technique may be used in which the clutch 21 is disengaged so as to satisfy the formula (1) while decreasing the torque while changing the inclination in several times.
[Second Embodiment]
Hereinafter, a control system for a mechanical automatic transmission according to a second embodiment of the present invention will be described.

In the second embodiment, the clutch operation control after the clutch stroke Scl shown in FIG. 3c has passed the half-clutch start position is different from the first embodiment, and the difference from the first embodiment is as follows. explain.
FIG. 5 is a control block diagram showing a clutch operation control procedure of the control system for the mechanical automatic transmission according to the second embodiment of the present invention. FIG. 6 is a diagram showing the clutch control state at the time of a shift operation in the ECU 30 of the control system for the mechanical automatic transmission according to the second embodiment of the present invention in time series. The engine torque Teg, which is the output torque, or the engine rotation speed Ne, which is the output rotation speed, the thick solid line is the clutch torque (drive load) Tcl, which is the torque applied to the clutch 21, or the clutch rotation speed Nc, which is the rotation speed of the clutch 21. The thin broken line indicates the complete connection position where the clutch 21 is completely connected, the alternate long and short dash line indicates the half clutch start position where the clutch 21 starts transmitting power, and the two-dot chain line indicates the complete connection position where the clutch 21 is completely disconnected. Each is shown. In addition, the rotational speed difference ΔN in the figure indicates the difference between the engine rotational speed Ne and the clutch rotational speed Nc, and the clutch operating speed indicates the operating speed of the clutch by the clutch operating unit 25.

As shown in FIG. 6, slippage occurs between the clutch input and output at any point in time due to the increase of the clutch stroke Scl (FIG. 6 b), the engine rotational speed Ne that is the rotational speed on the input side of the clutch 21, and the clutch 21 A rotational speed difference ΔN (slip index) is generated between the output side rotational speed and the clutch rotational speed Nc. As the clutch slips, the rotational speed difference ΔN gradually increases. At this time, the rotational speed difference ΔN is sequentially calculated by a clutch slip index calculating unit (clutch slip index calculating means) 35 of the ECU 30.

When the rotational speed difference ΔN exceeds a preset determination value ΔN0 by the half-clutch state determination unit (half-clutch state determination unit) 36 of the ECU 21 (FIG. 6c), it is considered that the clutch 21 has entered the half-clutch state. The operation speed of the clutch 21 is switched from a1 to a2 (> a1) by the clutch operation speed control unit (clutch operation speed control means) 37 of the ECU 21. The determination value ΔN0 is set to a value slightly larger than 0 in order to reliably determine that the clutch 21 has slipped.

In the present embodiment, the rotational speed difference ΔN between the clutch input and output is used as the slip index correlated with the clutch slip. However, the present invention is not limited to this. For example, a ratio between the engine rotational speed Ne and the clutch rotational speed Nc may be used.
The operation speed of the clutch 21 by the clutch operation unit 25 increases, and the clutch 21 is more quickly operated in the disconnection direction.

A predetermined timing is set in advance immediately after the clutch torque Tc is reduced to 0. For example, it is considered that the predetermined timing is reached when the clutch stroke increases to the predetermined determination value ST0 (FIG. 6d). The operation speed is switched from a2 to a3 (> a2). Thereafter, since it is not necessary to consider shock suppression, the operation speed a3 is set to a sufficiently large value. For this reason, the clutch 21 is operated to the cutting side more rapidly, and the cutting is completed (FIG. 6e).

The timing for increasing the operation speed a3 of the clutch 21 is not limited to the above. For example, the time when the clutch torque decreases to 0 may be regarded as the predetermined timing and may be increased to the operation speed a3.

As described above, according to the control system for the mechanical automatic transmission according to the second embodiment of the present invention, when the clutch 21 is started to be disconnected and the rotational speed difference ΔN between the input and the output exceeds the predetermined determination value ΔN0. Further, the operation speed of the clutch 21 by the clutch operation unit 25 is increased from a1 to a2. Since the clutch 21 at this time is in a half-clutch state, even if the operation speed is increased, a large shock does not occur. On the other hand, the timing for completing the disconnection of the clutch 21 is greatly increased by increasing the operation speed. You can speed up. Therefore, both shock suppression at the time of clutch disengagement and shortening of the shift time can be achieved, so that the shift feeling can be improved.

Although the description of the embodiment of the invention is finished as above, the embodiment of the present invention is not limited to the embodiment.
For example, in the present embodiment, the rotation change amount calculation unit 32 differentiates the rotation speed of the engine 10 detected by the crank angle sensor 11 with respect to time, and calculates the rotation speed change amount aeg. For example, the vehicle speed may be differentiated and calculated using the tire diameter or the total reduction ratio. In this way, by calculating the rotational speed change amount aeg based on the vehicle speed that is relatively less varied than the rotational speed of the engine 10, a smoother shift can be achieved.

In the second embodiment of the present invention, the clutch operating speed is increased stepwise from a1 to a2 when the rotational speed difference ΔN between the input and output of the clutch 21 exceeds the judgment value ΔN0. The invention is not limited to this, and as shown in FIG. 7, for example, the clutch operation speed may be continuously set to the increasing side in accordance with an increase in the rotational speed difference ΔN.

10 Engine (Internal combustion engine)
11 Crank angle sensor (operating state detection means)
12 Air flow sensor (Operating state detection means)
13 Fuel injection valve (operating state detection means)
20 Mechanical Automatic Transmission 21 Clutch 25 Clutch Operation Unit 26 Output Shaft Rotation Sensor (Running State Detection Means)
30 ECU (control means, clutch slip index calculation means, half-clutch state determination means, clutch operation speed control means)

Claims

An input shaft that is mounted on a vehicle and receives power from an internal combustion engine via a clutch, an output shaft that outputs power to drive wheels of the vehicle, and a plurality of gear trains provided on the input shaft and the output shaft And a plurality of switching means for switching the engagement states of the plurality of gear trains, and a transmission means for operating the plurality of switching means to increase and decrease and output the power input from the internal combustion engine,
Control means for controlling the operation of the clutch and the plurality of switching means,
The control means operates the clutch so as to disengage the clutch when a drive system load, which is a load applied to the clutch, is zero when the engagement state of the gear train is switched. Type automatic transmission control system.
Comprising an operating state detecting means for detecting an operating state of the internal combustion engine;
The control means includes an output torque of the internal combustion engine detected by the operating state detecting means, a preset inertia moment of the internal combustion engine, and a rotation of the internal combustion engine detected by the operating state detecting means. 2. The control system for a mechanical automatic transmission according to claim 1, wherein the drive system load is calculated based on a speed change amount.
A driving state detecting means for detecting the driving state of the vehicle;
The control means manages a map of the relationship between the driving system load and the clutch stroke, corrects the map based on the traveling state of the vehicle detected by the traveling state detection means, and adds the corrected map to the map. The control system for a mechanical automatic transmission according to claim 1, wherein the clutch stroke is calculated based on the clutch stroke.
The control means includes
Clutch slip index calculating means for calculating a slip index correlated with the slip state of the clutch based on the input / output rotational speed of the clutch;
Half-clutch state determining means for determining whether or not the clutch is in a half-clutch state in which the clutch has slipped, based on the slip index calculated by the clutch slip index calculating means during operation in the disengagement direction of the clutch; ,
4. A clutch operation speed control means for increasing the operation speed of the clutch when the half clutch state determination is made by the half clutch state determination means. A control system for the mechanical automatic transmission described in the paragraph.
The machine according to claim 4, wherein the clutch operation speed control means continuously increases the operation speed of the clutch at a predetermined rate of change when the determination of the half-clutch state is made. Type automatic transmission control system.