KR100462507B1 - Apparatus for converting a manual transmission of an automobile into an automated manual transmission - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission automation apparatus for a manual transmission vehicle. The present invention is to improve the ride comfort and energy efficiency of a vehicle by analytically predicting a dynamic state of a vehicle after a shift and automatically setting an appropriate shift stage based thereon. According to the present invention, a dynamic state including an acceleration of a vehicle at each shift stage is analyzed by using a torque and a rotation speed transmitted to a transmission input shaft measured in real time through a torque sensor mounted on a clutch. According to the mechanical condition, the appropriate shift stage is set to drive the clutch operator and the transmission operator so that the shift is automatically performed. Therefore, the shifting to the appropriate shift stage is performed after estimating the acceleration of the vehicle after the shift, etc. before the shift is performed, thereby eliminating the discomfort generated during the shift and selecting the driving by the method with the highest energy efficiency or the fastest acceleration. To make it possible.

Description

TECHNICAL FIELD OF TRANSFER AUTOMATIC MANUAL TRANSMISSION OF MANUAL TRANSMISSION VEHICLE {APPARATUS FOR CONVERTING A MANUAL TRANSMISSION OF AN AUTOMOBILE INTO AN AUTOMATED MANUAL TRANSMISSION}

The present invention relates to a transmission automation apparatus for a manual transmission vehicle, and more particularly, by using the torque output from the engine of the vehicle to the transmission during operation of the vehicle, it is possible to analytically predict the dynamic state of the vehicle after the shift. A transmission automation apparatus for a manual transmission vehicle, which automatically performs a shift to a shift stage.

The first goal of the shift automation system for manual transmission vehicles is to eliminate the inconvenience of the shifting process. The second goal is to maximize the energy efficiency or to accelerate the vehicle, allowing the vehicle to be selected at the driver's will. .

The conventional manual transmission automatic device automatically shifts according to the shift characteristics table empirically set on the basis of information such as engine rotation speed, vehicle speed, depressor of the accelerator pedal, and whether the brake is pressed, thereby reducing the inconvenience of the shifting process. Some resolved. However, in the conventional apparatus, the torque information output from the engine to the transmission during driving of the vehicle may not be utilized in determining whether to shift. Accordingly, since the dynamic state of the vehicle after the shift cannot be predicted before the shift is performed, there are cases where the running of the vehicle after the shift is not smooth. In particular, in the conventional apparatus, an engine map for determining whether to shift is uniformly applied to all vehicles of the same model when the vehicle is shipped. Therefore, the transmission is judged according to the same characteristic table while neglecting the difference of each vehicle or the performance change caused by the driving in the production process, and there is a problem in optimizing energy efficiency according to the characteristics of each vehicle.

In addition, in the conventional manual transmission automatic device, whether the clutch is connected to the engine output is performed as the control of the separation distance of the control driver set by the experiment. It experimentally moves the control driver to know the starting position of the connection to the engine output of the clutch and stores it in the memory, and then assumes that the clutch is started every time the control driver reaches the position, and performs subsequent shift control. It is. Such a conventional device partially mimics the driver's behavior for the automation of a manual transmission, but it is difficult to cope with a change in the connection position of the clutch due to a difference in external temperature or aging of the vehicle.

The present invention is to solve the above problems of the conventional automatic transmission system of the manual transmission vehicle.

Accordingly, the first object of the present invention is to utilize the clutch connecting the engine output and the transmission as a torque sensor in a manual transmission vehicle, and predict the dynamic state of the vehicle after the shift by using the torque and rotation speed information measured by the torque sensor. For example, the shift stage may be set to smoothly drive the vehicle after the shift and improve energy efficiency or to accelerate the vehicle in the shortest time.

The second object of the present invention is to control the connection and disconnection of the clutch to the engine output by using the torque and rotation speed information measured by the torque sensor, so that the clutch connection and disconnection control regardless of the difference in the outside temperature or the performance change of the vehicle. To improve accuracy.

The third object of the present invention is to change the torque information of the engine characteristic table mounted on the vehicle at the time of shipment of the vehicle by using the torque information measured in real time by the torque sensor while the vehicle is running, thereby reflecting the difference according to the performance change of the vehicle. To set the proper gearshift.

According to one aspect of the present invention, there is provided a clutch actuator configured to operate a clutch such that an engine output is connected to or disconnected from a transmission; A transmission operator for changing a position of a transmission stage of the transmission; A detector for detecting an engine rotation speed, a throttle position, a shift stage position, and whether the brake is pressed and outputting signals corresponding thereto; A torque sensor measuring torque and rotational speed transmitted to the input shaft of the transmission and outputting signals according to the transmission; An engine characteristic portion for storing a torque value defined as a function of engine rotational speed and throttle position; An analysis unit for calculating a dynamic state including acceleration of the vehicle at each shift stage by the torque value stored in the engine characteristic unit, the signals transmitted from the detection unit, and the torque and rotation speed signals transmitted from the torque sensor; And a transmission unit including a control unit for determining whether to shift and a shift time based on the dynamic state calculated by the analysis unit, and a command unit for generating a clutch control command and a shift control command to an appropriate shift stage according to the determination of the control unit. Includes a management unit; The clutch operator and the transmission operator are provided with a transmission automation apparatus of a manual transmission configured to receive the control commands and operate sequentially.

Preferably, the torque value stored in the engine characteristic portion is updated with the torque value transmitted from the torque sensor for each engine rotational speed and throttle position during driving of the vehicle.

Preferably, the total weight of the vehicle and the total resistance of the vehicle, which are required when calculating the dynamic state of the vehicle in the analyzer, are calculated by using the torque generated by the vehicle wheel calculated by the analyzer using torque measured from a torque sensor. It is used by leaking from the functional relationship between accelerations. The torque sensor is integral with the clutch and can be manufactured by slightly modifying the clutch plate.

On the other hand, when the driver's will determined by the throttle position signal transmitted from the detector is an appropriate shift stage, the transmission manager determines that the acceleration of the vehicle at the current shift stage calculated by the analyzer is negative. In case of having a non-negative acceleration, the speed of the vehicle is determined to be lower than that of the current shift stage, and when the acceleration of the vehicle at the current shift stage calculated by the analyzer has a non-negative value, Compare the acceleration of the vehicle with the preset acceleration, and if the acceleration of the vehicle in the other gear is greater than the preset acceleration, determine that the other gear and if the acceleration of the vehicle in the other gear is not greater than the preset acceleration, It is configured to determine the gear stage.

According to another aspect of the present invention, the control unit of the transmission management unit receives the values of the brake pressing signal, the throttle position signal, the shift stage position signal, the input shaft rotational speed, the vehicle speed and the vehicle acceleration at each shift stage through the analysis unit; When the combination of values coincides with the preset combination, control decisions for gear separation, gear insertion, upshift and downshift are made.

The command unit of the transmission management unit generates a first clutch control command to transmit the first clutch control command to the clutch operator to block the transmission from the engine output according to the control decision received from the control unit, and shifts for gear removal and gear insertion into another shift stage. A control command is generated and transmitted to the transmission operator, and finally a second clutch control command is generated and transmitted to the clutch operator to connect the engine output and the transmission.

1 is a block diagram of a transmission automation apparatus of a manual transmission vehicle according to an embodiment of the present invention.

FIG. 2 is a flowchart illustrating a process of analyzing a dynamic state of a vehicle at each shift stage by an analysis unit of the transmission management unit in the apparatus of FIG. 1; FIG.

3 is a diagram illustrating an update process of an engine characteristic section in the apparatus of FIG.

4 is a flowchart illustrating a process of determining whether to shift to an appropriate shift stage and a shift timing in a control unit of a transmission manager in the apparatus of FIG. 1;

FIG. 5 is a diagram illustrating a process in which a clutch operator and a transmission operator operate according to control commands generated by a command unit of a transmission manager in the apparatus of FIG. 1; FIG.

FIG. 6 is a diagram illustrating logical judgment criteria for generating control judgment in a control unit of a transmission manager in the apparatus of FIG. 1; FIG.

<Description of the symbols for the main parts of the drawings>

1: engine

2: clutch

3: manual transmission

4: vehicle wheels

5: transmission input shaft

6: propulsion shaft

10: detector

20: torque sensor

30: clutch operator

40: transmission operator

50: transmission management unit

60: engine characteristics

70: analysis unit

80: control unit

90: command unit

Hereinafter, with reference to the accompanying drawings will be described a preferred embodiment of the automatic transmission system of a manual transmission vehicle according to the present invention.

1 is a block diagram of an embodiment of an automatic transmission apparatus of a manual transmission vehicle according to the present invention. In FIG. 1 the manual transmission vehicle is shown in a simplified way with a linked system of engine 1, clutch 2, manual transmission 3 and wheels 4. The output of the engine 1 and the manual transmission 3 are connected or disconnected via the clutch 2. With the clutch 2 connected to the output of the engine 1, the torque and rotation of the engine 1 are transmitted to the transmission input shaft 5 via the clutch 2, and then the vehicle wheel 4 via the propulsion shaft 6. Is delivered). The clutch pedal mounted on a typical manual transmission vehicle is removed, and the shift lever is replaced by a shift lever (not shown) similar to that mounted on an automatic transmission vehicle.

The transmission automation apparatus of the manual transmission vehicle includes a detector 10, a torque sensor 20, a transmission manager 50, an engine characteristic unit 60, a clutch operator 30, and a transmission operator 40. The torque sensor 20 is integrally mounted to the clutch 2.

The detection unit 10 includes an engine rotational speed sensor 11 for detecting the rotational speed of the engine, a throttle sensor 12 for detecting the throttle position, a transmission sensor 13 for detecting the current position of the shift stage of the transmission, and a press of the brake. It includes a brake sensor 14 for detecting information, and detects the engine rotation speed, the throttle position, the position of the gear stage and the pressing information of the brake during driving of the vehicle and outputs the signals accordingly.

The torque sensor 20 integrally mounted to the clutch outputs a torque signal transmitted from the engine 1 to the transmission input shaft 5. In addition, since the rotational speed of the clutch plate of the clutch 2 coincides with the rotational speed of the input shaft 5, the rotational speed signal of the input shaft can be obtained simultaneously with the torque signal through the torque sensor 20 integrally mounted to the clutch. have. Examples of the torque sensor 20 integrally mounted to such a clutch include, for example, International Application PCT / KR99 / 00227 (filed May 10, 1999) and Korean Patent No. 283294 (Dec. 6, 2000). A torque sensor having the configuration disclosed in the application).

The engine characteristic unit 60 stores engine torque values measured in a laboratory as a function of engine rotation speed and throttle position during engine development, and is generally uniformly mounted on all vehicles of the same model when the vehicle is shipped.

Transmission management unit 50 is described in the following manner by the torque value stored in the engine characteristic unit 60, the signals transmitted from the detection unit 10 and the torque and rotational speed signals transmitted from the torque sensor 20 The analysis unit 70 for analyzing the dynamic state including the acceleration of the vehicle at the current gear stage and the other gear stage, the signals transmitted from the detector 10 through the analysis unit 70 and the analysis The controller 80 determines whether to shift to the proper shift stage and the shift timing according to the dynamic state calculated by the unit 70, and the clutch control command and the shift to the proper shift stage according to the determination of the controller 80. And a command unit 90 for generating a control command.

The clutch operator 30 operates the clutch 2 in accordance with the clutch control command generated by the command unit 90 to disconnect or connect the transmission 3 from the output of the engine 1.

The transmission operator 40 adjusts the shift stage in accordance with the shift control command to the appropriate shift stage in which the command unit 90 has occurred.

In FIG. 2, the analysis unit 70 of the transmission management unit 50 analyzes the dynamic state of the vehicle at each shift stage. An example will be described.

First, the analysis unit 70 receives the engine rotational speed and the position of the current transmission stage (for example, two stages) from the detection unit 10 (step S10), and torque of the transmission input shaft from the torque sensor 20. Receive a rotational speed signal (step S20).

According to the dynamic formula of the rotary power machine, the dynamic state of the vehicle at each shift stage can be interpreted from the following equations.

In Equations 1 to 5, T means a torque value transmitted from the engine characteristic unit 60 to the analysis unit 70 or a torque value in the transmission input shaft 5 measured in real time from the torque sensor 20, rpm _sh is the rotational speed of the transmission input shaft 5 measured in real time from the torque sensor 20, ρ is the radius of the vehicle wheel (4), r _gn is the gear reduction ratio at the gear stage n stage, respectively, a constant constant The values stored in the management unit 50, f _n , a _n , R and M are the forces generated by the wheels in the shift stage n stage, the acceleration of the vehicle in the n stage, the total resistance of the vehicle movement and the total weight of the vehicle, respectively. It is a value calculated analytically by the analysis unit 70.

The analysis unit 70 uses the rotational speed rpm _sh of the transmission input shaft 5 received from the torque sensor 20 and the two-speed reduction ratio r _gn (hereinafter, n = 2). The vehicle acceleration a ₂ is calculated (step S30). Next, by substituting the torque value T and the second gear ratio r _g2 in the transmission input shaft 5 received from the torque sensor 20 into Equation 1, the force f ₂ generated by the wheel in the second gear is calculated (S40). step). The acceleration a ₂ and the force f ₂ generated by the wheel during the operation of the vehicle are calculated at least twice and substituted into Equation 2, respectively. Since Equation 2 is a linear equation between f ₂ and a ₂ , the total weight M of the vehicle is calculated from the slope, and the total resistance R of the vehicle motion is calculated from the intersection with the f ₂ axis (S50). Next, by multiplying the engine rotational speed in the second stage and the gear reduction ratio in the second and third stages (r _g3 / r _g2 ) received from the detection unit 10, the engine rotation in the third stage after shifting Calculate the speed (step S60). The torque value previously stored in the engine characteristic unit 60 is extracted according to the engine rotation speed in the third stage calculated in the step S60 and the throttle position input from the detection unit 10 (step S70). At this time, since the throttle position is independent of the position of the shift stage, the extracted torque value is assumed to be the torque value at the third stage. The torque value in the third stage extracted from the engine characteristic unit 60 and the third gear reduction ratio r _g3 are substituted into Equation 1 to calculate the force f ₃ generated by the wheel in the third stage (step S80). Finally, by substituting the force f ₃ , the total resistance R and the total weight M generated by the wheel in the third stage in Equation 4, the vehicle acceleration a ₃ that can be obtained when the vehicle shifts to the third stage is calculated (step S90).

Even when the vehicle currently traveling in the second gear shift speed is shifted to the first gear, a dynamic state such as the acceleration a ₁ of the vehicle in the _first gear and the force f ₁ generated by the wheel in the _first gear using Equation 5 as described above. Can be calculated.

As described in step S70, in order to analyze the dynamic state of the vehicle in the other shift stage, not only the torque value in the current shift stage but also the torque value in the other shift stage is required. The torque value at the current gear stage is input in real time during the driving of the vehicle from the torque sensor 20 mounted on the clutch, while the torque value at the other gear stage uses a predefined value stored in the engine characteristic unit 60. . However, since the torque value stored in the engine characteristic unit 60 is determined as a value measured in a laboratory at the time of engine development, and is uniformly mounted in a vehicle of the same model, it is difficult to reflect the performance difference according to the vehicle performance or the driving. In the present invention, as shown in the data flow shown in Figure 1, the torque value measured from the torque sensor 20 during operation of the vehicle is transmitted to the engine characteristic unit 60 through the analysis unit 70 to the engine characteristic unit 60 Change the torque value stored in. Accordingly, the torque value stored in the engine characteristic unit 60 reflects the current performance characteristics of the vehicle using the torque values 21, 22, and 23 measured from the torque sensor 20 as shown in FIG. 3. Is updated to be. The update of the engine characteristic part 60 may be performed in a fixed maintenance period, in case the torque sensor 20 causes a failure. As a result, in order to analyze the dynamic state of the vehicle at each shift stage in the analysis unit 70, even if the analysis is assuming that the torque value stored in the engine characteristic unit 60 is the torque value after the shift, the analysis accuracy is increased. Can be.

On the other hand, the speed of the vehicle at each gear stage is determined by the gear reduction ratio r _gn at each gear stage and the rotational speed rpm _sh of the transmission input shaft 5 and the vehicle wheel 4 measured in real time from the torque sensor 20. It can also be calculated in the analysis unit 70 by multiplying the radius p.

The control unit 80 of the transmission management unit 50 determines whether to shift to the appropriate shift stage and the shift timing according to the current shift stage and the dynamic state of the vehicle in the other shift stage analyzed by the analysis unit 70. . 4 is a diagram illustrating a process of determining whether to shift to an appropriate shift stage and a shift timing in the control unit 80 of the transmission manager 50.

First, the control unit 80 of the transmission management unit 50 determines whether the driver's will is "accelerated" from the throttle position signal transmitted from the detection unit 10 through the analysis unit 70. Preferably, when the throttle position is "positive%", it is determined that the driver's will is "acceleration". If it is determined that the driver's will is "accelerated", it is determined whether the acceleration in the current shift stage calculated by the analysis unit 70 has a negative value (step S110). If the acceleration in the current shift stage has a negative value, it is determined that downshifting is necessary, and a determination is made to the command unit 90 by determining a shift stage lower than the current shift stage as an appropriate shift stage (step S150). The command unit 90 sequentially generates a clutch control command and a shift control command according to step S160. When the acceleration in the current shift stage has a non-negative value, the acceleration in another shift stage calculated by the analyzer 70 is compared with the preset acceleration (step S120). The preset acceleration is a value that is experimentally set according to the type of the vehicle and stored in the transmission manager 50. The preset acceleration has a meaning of specifying in advance that the vehicle has an acceleration of at least the predetermined acceleration after the shift. For example, if the value of the preset acceleration is set to "0.5 m / sec ² ", it designates that it takes 34 seconds for the vehicle to accelerate to 60 km / h from the stationary state. If the acceleration in the other shift stage is greater than the preset acceleration, the other shift stage is determined as an appropriate shift stage (step S130). Accordingly, the command unit 90 sequentially generates a clutch control command and a shift control command. (Step S160). On the contrary, when the acceleration in the other shift stage is not greater than the preset acceleration, the controller 80 determines to maintain the current shift stage, and the command unit 90 does not generate the shift control command (S140). ). On the other hand, even if the driver's determination determined from the throttle position signal is not "acceleration", the shift control to the proper shift stage is referred to by referring to the acceleration in each shift stage calculated by the analysis unit through a process similar to the above processes. Will issue the command. Finally, the command unit 90 of the transmission manager 50 transmits the clutch control command and the shift control command to the clutch operator 30 and the transmission operator 40, respectively. At this time, the clutch control command is composed of a first clutch control command in charge of blocking the clutch and a second clutch control command in connection with the clutch.

5 illustrates a process in which the clutch operator 30 and the transmission operator 40 operate according to control commands generated by the command unit 90 of the transmission manager 50 of FIG. 1.

First, when the clutch operator 30 receives the first clutch control command from the command unit 90 (step S210), the clutch operator 30 operates the clutch 2 to cut off the connection between the transmission 3 and the engine 1 output. (Step S220). The command unit 90 checks the blockage of the transmission 3 from the output of the engine 1 through the torque signal transmitted from the torque sensor 20 through the analysis unit 70 (step S230). Preferably, when the current torque signal transmitted from the torque sensor 20 through the analyzer 70 becomes 0, it is possible to confirm that the transmission 3 is blocked from the engine 1 output. When the transmission 3 is blocked, the command unit 90 generates a shift control command to the appropriate shift stage determined by the controller 80 and transmits the shift control command to the transmission operator 40 (step S240). When the transmission operator 40 receives the shift control command, the transmission operator 40 shifts to the set shift stage (S250). The command unit 90 confirms the position change of the shift stage by the position signal of the shift stage transmitted from the detector 10 through the analysis unit 70 (step S260), and generates a second clutch control command to operate the clutch. Transfer to the child 30 (step S270). The command unit 90 gives the clutch operator 30 a second clutch control command until the rotation speed of the transmission input shaft 5 transmitted from the torque sensor 20 is equal to the engine rotation speed transmitted from the detection unit 10. The clutch 2 is continuously connected to the output of the engine 1 (steps S280 and S290). This completes the shifting process. Therefore, it is possible to confirm whether the clutch 2 is connected to or disconnected from the engine 1 output by the torque and rotational speed signals transmitted from the torque sensor 20 integrally mounted to the clutch, so that the clutch 2 Accurate control of connection and disconnection is possible.

6 is a function of signals transmitted from the detection unit 10 through the analysis unit 70 and the dynamic state calculated by the analysis unit 70 from the control unit 80 of the transmission management unit 50 to the proper shift stage. An embodiment of logical determination criteria for determining whether to shift and when to shift is illustrated.

In the criterion of FIG. 6, the left column 110 includes a press signal, a throttle position signal, a shift stage position signal, and a torque sensor 20 of a brake input from the detector 10 to the controller 80 through the analyzer 70. ), The rotational speed of the transmission input shaft inputted to the control unit 80 through the analysis unit 70 and the vehicle speed and acceleration at each shift stage obtained by calculation in the analysis unit 70. On the other hand, the right columns indicate the control judgment to be determined according to the combination of the values of the left column, that is, the gear separation 121, the gear insertion 122, the upshift 123 and the downshift 124.

The control unit 80 of the transmission management unit 50 continuously receives the values of the left column 110 from the analysis unit 70 so that the combination thereof is a control judgment shown in the right column, that is, the gear separation 121 and the gear insertion. (122), the upshift 123 and the downshift 124 is matched with any combination. When the combination of signals input from the analysis unit 70 matches any combination of the control determinations, the controller 80 transmits the corresponding control determinations to the command unit 90.

For example, the press signal of the brake transmitted to the control unit 80 through the analysis unit 70 is previously "released" and is now "released", and the throttle position is both "positive%" before and now. When the acceleration in the other shift stage a _{n + 1} transmitted from the negative part is predicted to be larger than the "preset acceleration", the control judgment of the economic upshift 123 is generated (125). As another example, when the brake signal is "released", the throttle position is "positive%", and the acceleration a _n at the current shift stage transmitted from the analysis unit 70 is negative, the economic downshift ( A control judgment of 124 is generated (126). As another example, when the throttle position is "very large positive%" for instantaneous powerful engine output, the brake signal is "released", and the acceleration transmitted from the analysis unit 70 of the current shift stage acceleration (a _n) is generated to control determination of the acceleration a downshift 124. If a larger prediction acceleration (a _n-1) of the low gear range than 127.

The control decision of the control unit 80 is transmitted to the command unit 90 and the command unit 90 generates a clutch control command and a shift control command to an appropriate shift stage in accordance with the control decision, and the clutch operator 30 To the transmission operator (40). The operation of the clutch operator 30 and the transmission operator 40 may be accomplished by the flow shown in FIG.

According to the present invention, a clutch connecting an engine output and a transmission in a manual transmission vehicle is utilized as a torque sensor, and by using the torque and rotation speed information measured by the torque sensor to predict the dynamic state after the shift, The shifting may be automated to smooth the driving and improve the riding comfort. In addition, the driver can drive the same as driving the automatic transmission vehicle without the need to operate the clutch pedal and the shift lever, thereby completely eliminating the inconvenience of the shift process.

Further, according to the present invention, whether or not the clutch is connected to the engine output at the time of shifting can be accurately determined by the torque measured from the torque sensor integrally mounted to the clutch and the rotational speed signal of the transmission input shaft. Therefore, it is possible to improve the accuracy of the clutch connection control as compared to the conventional manual transmission automatic control device that controls whether the clutch is connected as the separation distance control.

Furthermore, according to the present invention, by using the torque information measured by the torque sensor in real time during the operation of the vehicle to change the engine characteristics mounted on the vehicle at the time of shipment of the vehicle, it is appropriate to reflect the difference according to the performance change of the vehicle Since the gear stage can be set, the energy efficiency can be improved.

Claims (5)

In the shift automatic device of a manual transmission of a vehicle, A clutch operator for operating the clutch such that the engine output is connected to the transmission or disconnected; A transmission operator for changing a position of a transmission stage of the transmission; A detector for detecting an engine rotation speed, a throttle position, a shift stage position, and whether the brake is pressed and outputting signals corresponding thereto; A torque sensor measuring torque and rotational speed transmitted to the input shaft of the transmission and outputting signals according to the transmission; A torque characteristic defined as a function of engine rotational speed and throttle position is stored, wherein the stored torque value is updated with a torque value transmitted from the torque sensor for each engine rotational speed and throttle position during operation of the vehicle. Wow; An analysis unit for calculating a dynamic state including acceleration of the vehicle at each shift stage by the torque value stored in the engine characteristic unit, the signals transmitted from the detection unit, and the torque and rotation speed signals transmitted from the torque sensor; And a transmission unit including a control unit for determining whether to shift and a shift time based on the dynamic state calculated by the analysis unit, and a command unit for generating a clutch control command and a shift control command to an appropriate shift stage according to the determination of the control unit. Including the management department, When the driver's will determined by the throttle position signal transmitted from the detector is acceleration, If the acceleration of the vehicle in the current shift stage calculated by the analysis unit has a negative value, the shift stage lower than the current shift stage is determined as an appropriate shift stage, When the acceleration of the vehicle at the current shift stage calculated by the analyzing unit has a non-negative value, the acceleration of the vehicle at another shift stage calculated by the analyzing unit is compared with the preset acceleration, If the acceleration of the vehicle is greater than the predetermined acceleration is determined to the other gear is the appropriate gear shift stage, and if the acceleration of the vehicle at the other gear is not greater than the preset acceleration is configured to determine the current gear to the appropriate gear. , And the clutch operator and the transmission operator are configured to receive the shift control commands from the command unit and operate sequentially. The method of claim 1, A function between the vehicle acceleration and the vehicle acceleration generated by the vehicle wheel calculated by the analysis unit by using the torque measured from the torque sensor, the total weight of the vehicle and the total resistance of the vehicle required for calculating the dynamic state of the vehicle in the analysis unit A transmission automatic transmission device for a manual transmission, characterized in that it flows out from a relationship. delete The method of claim 1, The control unit receives values of a brake press signal, a throttle position signal, a shift stage position signal, an input shaft rotation speed, a vehicle speed and a vehicle acceleration at each shift stage, so that the combination of the above values may coincide with the preset combination. When, the automatic transmission shifting device of the manual transmission, characterized in that for generating a control judgment including gear separation, gear insertion, upshift and downshift. delete