JP2007240012A - Mobile vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable input of speed increasing and decreasing switches in the event of gear shift abnormality in automatic speed change operation for performing gear shifting operation by an accelerator pedal in addition to operation by a gear shift operation lever. <P>SOLUTION: This mobile vehicle comprises main change gears 10 and 11 capable of performing multi-stage speed change, a sub-change gear 12 having a deceleration ratio larger than those of the main change gears 10 and 11, and a hydraulic forward/backward switching device 9, in which the main change gears 10 and 11 are switched by operation of the speed increasing switch 37 or speed decreasing switch 38 provided on the gear shift operation lever 34 for gear shift operation of the sub-change gear 12 or by pressing operation of the accelerator pedal 58. This vehicle further comprises a control means 60 accepting, when the gear shift operation to a target shift position is not completed in the automatic speed change operation using the accelerator pedal 58, speed change by the speed increasing switch 37 or the speed decreasing switch 38 in a stopping condition where the machine body is stopped. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a moving vehicle such as a tractor or a construction vehicle, and more particularly to a shift control device having an automatic shift operation based on an operation of an accelerator pedal.

  A power vehicle such as a tractor is equipped with a sub-transmission device and a forward / reverse switching device in addition to the main transmission device, and the number of shift stages is multi-stage unlike a passenger car. Even with a tractor with a small number of gears, the main transmission is usually 4 gears and the sub-gear is 2 high and low, but for medium-sized and larger tractors with many gears, the number of gears is 8 and the number of gears is 3. Thus, the total number of shift stages is 24, which is determined by multiplying the respective shift stages of the main and auxiliary transmissions. Among tractors having such a transmission, there is a tractor configured to perform a shift by a no-clutch operation, and the applicant has previously proposed one as shown in Patent Document 1.

What is described in this document includes a synchromesh-type main transmission capable of multi-stage shifting, a sub-transmission having a reduction ratio larger than that of the main transmission, and a hydraulic clutch type forward / reverse switching device in series. When switching the main transmission, the hydraulic forward / reverse switching device is temporarily maintained at the neutral position, and the hydraulic forward / reverse switching device is connected again after the completion of the shift. Since the main transmission is a synchro type, there may be a problem that the shifter does not enter a predetermined shift position even though the shift output is output. In the described one, if the shift is not completed after the re-output is output, the shift is made to another shift position.
JP-A-6-94117

  In a moving vehicle that can be automatically shifted not only by a shift lever but also by an accelerator pedal, if the shift is not performed even if the accelerator pedal is depressed, the target shift position is changed to the safe side to ensure the shift. It is an object of the present invention to obtain a shift control device capable of performing a shift operation.

For this reason, this invention took the following technical means.
That is, the present invention relates to a main transmission (10, 11) capable of multi-speed shifting, an auxiliary transmission (12) having a reduction ratio larger than that of the main transmission (10, 11), and a hydraulic forward / reverse switching device (9 ), And an operation of an acceleration switch (37) or a deceleration switch (38) provided on a shift operation lever (34) for shifting the auxiliary transmission (12), or an operation of depressing an accelerator pedal (58). The main transmission (10, 11) is configured to be switched, and when the shift operation to the target shift position is not completed during the automatic shift operation using the accelerator pedal (58), the stop condition is that the airframe is stopped. The moving vehicle is provided with control means (60) for receiving a shift by the speed increasing switch (37) or the speed reducing switch (38).

  With this configuration, when an abnormality occurs in which the main transmission (10, 11) cannot be switched from the predetermined shift position, whether the operator steps on the clutch pedal 29, or whether the forward / reverse switching lever 27 is in the neutral position, When shifting is performed by operating the speed increasing switch (34) or the speed reducing switch (35) on condition that the airframe is stopped as in the case where the auxiliary transmission (12) is in the neutral position, this is allowed except for the number of abnormal stages. Then, the airframe can be started at the gear position.

  According to the present invention, when the automatic shifting is performed by depressing the accelerator pedal (58), if the retry process is repeated many times when the shifting is not completed, the aircraft may stop. In the present invention, the speed increasing switch (34) or the speed reducing switch (35) can be operated in the stopped state, and the machine body after shifting can be run.

  Applicable to tractors capable of shifting 24 gears, including 8 main gear shifts and 3 sub gear shifts, switching the sub transmission with a manual operation lever, and operating an acceleration / deceleration switch provided on the knob of the manual operation lever An example will be described of a tractor that can switch the main shift by switching the main shift and can also switch the main shift by operating the accelerator pedal.

Embodiments will be described below with reference to the drawings.
FIG. 1 is a side view of the tractor 1. The tractor 1 has front wheels 2 and 2 for steering and rear wheels 3 and 3 as propulsion wheels, and the rotational power of the engine 5 mounted in the bonnet 4 is appropriately decelerated by a transmission in the transmission case 6. The rotational power is transmitted to the rear wheels 3 and 3. The rotational power of the engine 5 is transmitted not only to the rear wheels 3 and 3 but also to the front wheels 2 and 2 to drive all four wheels.

  Further, in the transmission case 6, a forward / reverse switching device 9 for switching the advancing direction of the airframe and a main transmission devices 10 and 11 capable of eight-speed shifting are possible, and a three-speed transmission is possible, and the reduction ratio is the main transmission devices 10 and 11. A larger auxiliary transmission 12 is connected in series. These transmission systems will be described later with reference to FIG.

  In FIG. 1, a hydraulic cylinder case 14 is provided at the upper part of the transmission case 6, and lift arms 15 and 15 are pivotally attached to the left and right sides of the hydraulic cylinder case 14. Lift rods 17, 17 are connected between the lift arms 15, 15 and the lower links 16, 16, and a rotary tiller 18, which is a work machine, is connected to the rear of the lower links 16, 16. When operating oil is supplied to the hydraulic cylinder 14a accommodated in the hydraulic cylinder case 14 by operating the hydraulic operation lever 28, the lift arms 15 and 15 are rotated upward, via the lift rod 17, the lower link 16 and the like. The work machine rises. On the contrary, when the hydraulic operation lever 28 is operated to the lower side, the hydraulic oil in the hydraulic cylinder 14a is discharged into the transmission case 6 which also serves as a hydraulic tank, and the lift arms 15 and 15 are lowered.

  Reference numeral 18 denotes a rotary tiller. The rotary tiller 18 includes a tiller 19, a main cover 20 that covers the top of the tiller 19, a rear cover 22 that is pivotally attached to the rear of the main cover 20, and the like.

  1 will be described. A forward / reverse switching lever 27 for operating the forward / reverse switching device 9 is provided at the upper part of the left and right sides of the handle post 25 that supports the steering handle 24. When the 27 is tilted forward from the neutral position, the aircraft advances, and conversely, when the aircraft is pulled rearward, the aircraft moves backward.

  Next, the power transmission system will be described based on the power diagram shown in FIG. A main clutch 30 is provided at the rear of the engine 5, and a forward / reverse switching device 9 is provided at the rear of the transmission of the main clutch 30. The forward / reverse switching device 9 comprises multi-plate friction type hydraulic clutches 9a, 9b, which are normally maintained in a neutral position, and the forward hydraulic clutch 9a is connected by operating the forward / reverse switching lever 27 back and forth, or The reverse hydraulic clutch 9b is connected. At the rear of the forward / reverse switching device 9, there is provided a first synchromesh main transmission 10 capable of four-speed shifting, and when the actuators 31, 31 expand and contract in response to a command from the controller 60, shifters 32, 32 are provided. Shifted by being moved. In FIG. 2, when the front shifter 32 moves back and forth, the fourth speed and the third speed are obtained, and when the rear shifter 32 moves back and forth, the second speed and the first speed are obtained. In this case, when the main transmission 10 is switched, the hydraulic forward / reverse switching device 9 is first returned to neutral, and the forward / backward switching device 9 is connected again after the shift. .

  A hydraulic second main transmission 11 that can be switched between high and low two stages is provided at the rear of the first main transmission 10. The front hydraulic clutch 11a is a high speed clutch, and the rear hydraulic clutch 11b is a low speed hydraulic clutch. Therefore, the main transmissions 10 and 11 in this embodiment are capable of shifting in 8 steps.

  Further, the rear portion of the second main transmission 11 is provided with a sub-transmission 12 that is capable of three-speed shifting and has a reduction ratio that is relatively larger than that of the main transmission. When the shift lever 35 is operated to move the front shifter 35 back and forth, high speed (H) and medium speed (M) are obtained, and when the rear shifter 35 is moved rearward, low speed (L). Is obtained. When the auxiliary transmission 12 is operated, the main clutch 30 needs to be turned on and off. That is, the main clutch pedal 29 is depressed to operate the operation lever 34 in the front-rear direction or the left-right direction, and after the shift operation, the main clutch pedal 29 is released to transmit power.

  Note that the main transmissions 10 and 11 are shifted by pushing in a speed increasing switch 37 and a speed reducing switch 38 provided on the knob of the operation lever 34 (see FIG. 3). Even if the acceleration switch 37 is pressed or the deceleration switch 38 is pressed, the shift is performed only by one step. The speed increasing switch 37 and the speed reducing switch 38 are operated to change the speed in the range from the first speed of the main transmissions 10 and 11 to the eighth speed.

  Then, the power decelerated by the auxiliary transmission device 12 is transmitted to the drive pinion 40, and the rear wheels 3 and 3 are driven through the rear wheel differential device 41 and the final reduction device 42 sequentially. The power branched from the rear wheel drive system in front of the rear wheel differential device 41 is used as a front wheel drive system. In the front wheel drive system, the front wheels 2 and 2 are driven at the same speed as the rear wheels 3 and 3 or the rear wheels. A front wheel speed increasing device 44 that rotates at a speed higher than 3 and 3 is provided. When the front hydraulic clutch 44a is connected, the front wheel is accelerated, when the rear hydraulic clutch 44b is connected, the constant speed four-wheel drive state is established, and when both the hydraulic clutches 44a, 44b are turned off, the rear wheel 3 , 3 is a two-wheel drive state. Reference numeral 46 is a front wheel differential device, and 47 is a front wheel final reduction device. In addition to the traveling system, a PTO transmission 70 is provided in the mission case 6.

  In the power transmission diagram of FIG. 2, only when the auxiliary transmission 12 is at a high speed (H), if the operation lever 34 is tilted sideways as it is, an ultra high speed position (HH suitable for the road traveling speed) is obtained. ). In this case, the main shift can be selected from 5th, 6th, 7th and 8th speeds on the high speed side from 1st to 8th. When driving on the road, high speed driving is premised, so only the high speed side is prioritized, and the low speed side is automatically cut so that the clutch is connected only in the high speed side in a short time to improve operability.

  FIG. 3 shows the positional relationship between the operation lever 34, the cockpit 48 and the lever guide 49. The lever guide 49 is provided on the left side of the cockpit 48. The shape of the lever guide 49 is an inverted U shape when viewed from above, and the operation lever 34 moves in the groove of the lever guide 49. In the high speed (H) and the super high speed (HH), only the shift range of the main transmissions 10 and 11 is changed without changing the shift position of the auxiliary transmission 12. That is, the position of the sub-transmission device 12 is at the high speed (H) position, and only the shiftable range of the main transmissions 10 and 11 in this state is changed by the program. The lever guide 49 is provided with four switches 50, 51, 52, 53 in order to detect which shift position the operation lever 34 for operating the auxiliary transmission 12 is in. Instead of these switches 50, 51, 52, 53, the position of the operation lever 34 may be detected by a potentiometer (not shown).

  The operation lever 34 is provided with an automatic mode switch 55 in addition to the acceleration / deceleration switches 37 and 38. When the automatic mode switch 55 is depressed, a shift by an accelerator pedal 58 described later becomes possible. More specifically, when the automatic mode switch 55 is in the ON state and the shift operation lever 34 is shifted to the ultra high speed (HH) position, the accelerator pedal 58 is used to set the main transmissions 10 and 11 to a predetermined value. It is possible to shift automatically within the range.

  In other words, the main transmissions 10 and 11 can be automatically increased or decreased in the range from the first speed to the eighth speed, but in this embodiment, as described above, the accelerator pedal 58 is used to increase the fifth speed on the high speed side. Can be switched sequentially only in the range from the first to the eighth speed. The automatic mode switch 55 has not only an automatic shift by the accelerator pedal 58 but also a function for entering a special shift control mode suitable for work. That is, when the automatic mode switch 55 is pressed while the sub-shift operation lever 34 is switched to a work speed position (H) (M) (L) other than the super-high speed (HH) position, each sub-shift position The main transmission is switched to the main transmission position that has been used for the longest time. For example, if the shift position having the longest main shift accumulated use time when the sub-shift position is at the high speed (H) position is the fifth speed, the sub-transmission device 12 is operated at the medium speed (M speed) to high speed (H The main shift is switched back to 5th when the speed changes. This accumulated use time is counted for each sub-shift position from when the engine 5 is started to when it is stopped. Note that the shift control for shifting to a shift position having a long accumulated usage time during work as described above is referred to as a first shift control here.

  Further, when the shift operation lever 34 is switched to the working speed (H) (M) (L) excluding the road traveling speed and when the automatic mode switch 55 is turned off, the sub shift operation lever 34 is operated. The second shift control is performed to automatically switch the main transmissions 10 and 11 so that the vehicle speed does not fluctuate when the switch is switched. More specifically, when the auxiliary transmission operation lever 34 is switched to the low speed side, the main transmission device is switched to the high speed side so that the vehicle speed does not fluctuate, and conversely, when the auxiliary transmission operation lever 34 is switched to the high speed side, 11 is switched to the low speed side. In this embodiment, when the sub-shift operation lever 34 is switched from the high speed (H speed) to the low speed side such as the medium speed (M speed), the main transmissions 10 and 11 are always at the eighth speed regardless of the shift position. On the contrary, when the speed is switched from the medium speed (M speed) to the high speed (H speed), the main transmissions 10 and 11 are always switched to the low speed 1st speed. The 1st speed position on the low speed side may be set in advance to the 2nd speed position, and the 8th speed position on the high speed side may be set to the 7th speed position. It is only necessary to control the main transmissions 10 and 11 so that the vehicle speed does not fluctuate when switching to. Control in which the main transmission is switched to suppress fluctuations in vehicle speed is referred to herein as second shift control.

  Next, the block diagram of FIG. 4 will be described. On the input side of a controller (control means) 60 composed of a microcomputer, main shift position sensors 62 and 63 that read the shift positions of the first main transmission 10 and the second main transmission 11 and a sub shift position that reads the shift position of the sub shift position 12. Shift position detection switches 50, 51, 52 and 53 are connected. Further, a forward / reverse position sensor 65 for detecting whether the forward / reverse switching lever 27 is switched to the forward side or the reverse side, and an analog type accelerator pedal sensor 66 for detecting the depression amount of the accelerator pedal 58. An engine rotation sensor 67 that detects the number of revolutions of the engine 5 and an accelerator lever sensor 68 of an accelerator lever 59 that is provided on the side of the steering handle 24 and sets a throttle operation amount during work are connected.

  Further, in the present invention, a sensor 72 for detecting the shift position of the PTO transmission 70 is provided, and an ON signal is generated when the PTO transmission 70 is in the neutral position.

  Further, a hydraulic operation lever position sensor 74 that detects that the hydraulic operation lever 28 has been raised is connected to the controller 60. The automatic mode switch 55 is also connected to the input side of the controller 60.

  On the other hand, a main transmission switching valve 76, a forward / reverse switching valve 77, a clutch booster valve 78, and an auto-on lamp 79 are connected to the output side of the controller 60. The main shift switching valve 76 is provided for switching the two actuators 31, 31 of the first main transmission 10, and the forward / reverse switching valve 77 is a valve for switching the forward / reverse switching device 9. is there.

  The clutch booster valve 78 is interposed in order to gradually increase the pressure of the hydraulic clutch that constitutes the forward / reverse switching device 9 when switching the main transmission 10 and to smoothly connect the clutch. The auto-on lamp 79 is lit when the automatic mode switch 55 is pressed. Further, a monitor 100 having a liquid crystal display unit is connected to the output side of the controller 60. The monitor 100 can display various sensor information and setting values used for control as characters or numerical values or can be shown with pictures. When the engine overheat or the safety mechanism of the hydraulic mechanism is working, the countermeasure and release operation are indicated to the operator by text information.

  Next, a method for shifting the accelerator pedal according to the present invention will be described. In this embodiment, when the automatic mode switch 55 is turned on and the operation lever 34 for switching the sub-shift is in the super high speed position (HH), the accelerator lever 59 is at the rotational position higher than the idling rotation. When the hydraulic control lever 28 is raised, the auto-on lamp 79 is turned on, and the shift by the accelerator pedal 58 is enabled only when the aircraft is moving forward. Instead of detecting the state of the accelerator lever 59 and the hydraulic operation lever 28, the shift by the accelerator pedal 58 may be made possible by looking only at the shift position of the operation lever 34 and the state of the automatic mode switch 55.

  The automatic shift by the accelerator pedal 58 is determined by the engine speed and the depression position of the accelerator pedal 58, and these relationships are stored in a memory in the controller as a data map.

  As the amount of depression of the accelerator pedal 58 increases and at the same time the number of revolutions of the engine 5 increases, the main transmissions 10 and 11 are switched to the speed increasing side. In this case, the main transmissions 10 and 11 are decelerated and decelerated within the range from the fifth speed to the eighth speed on the high speed side. However, when the automatic mode switch 55 provided on the knob portion of the auxiliary transmission operation lever 34 is OFF, automatic transmission by the accelerator pedal 58 can be performed even if the auxiliary transmission operation lever 34 is in the ultra high speed position (HH). Instead, only the speed change by the acceleration / deceleration switches 37 and 38 can be performed. When the sub-shift operation lever 34 is at a shift position (H) (M) (L) other than the road traveling speed (HH), automatic shift by the accelerator pedal 58 is not performed, and either the first shift control or the second shift control is performed. Will be executed. When the automatic mode switch 55 is turned ON and the sub-shift operation lever 34 is switched, the shift position is automatically switched to the shift position having the longest accumulated use time among the main transmissions 10 and 11 used so far. When the work is resumed after being interrupted, the user-friendly main shift positions 10 and 11 are automatically selected, and the work efficiency can be improved.

  When the operation is performed with the automatic mode switch 55 in the OFF state, the main transmissions 10 and 11 are switched in a direction to suppress the speed difference when the auxiliary transmission operation lever 34 is switched to the acceleration side or the deceleration side. Therefore, the vehicle speed does not fluctuate greatly, and therefore the operator is not confused by the operation and can perform an appropriate speed change operation during the work.

Next, the shift process and the accelerator shift will be described based on the flowchart of FIG.
In the shift process, it is first determined whether or not there is a request to change the main shift position (step SS2), and if there is an output request manually or automatically, an output signal is output to the position where the change is requested (step SS3). If the main transmissions 10 and 11 enter the target position within a certain time, the clutch switching operation of the forward / reverse switching device 9 is performed (step SS6), and the pressure is gradually increased to connect the clutch.

If the clutch is not yet engaged after a predetermined time has elapsed, retry processing is performed (step SS7), and the retry processing is performed a specified number of times in order to complete the shift.
FIG. 8 shows a case where an automatic shift is performed using the accelerator pedal 58. When the accelerator pedal 58 is depressed and accelerated, a target shift position is calculated from the depressed position of the accelerator pedal 58, the engine speed, and the vehicle speed. Is performed (step S2). The first retry signal is output in a state where the shift is not completed (step S5), and the vehicle speed of the fuselage is obtained at the same time. If this is determined to be a slow vehicle speed of less than 3.5 km / h, the target of the main transmissions 10, 11 The position is lowered by one step (step S6, step S7). As is apparent from step S3 of this flowchart, the target shift position of the main transmissions 10, 11 is lowered by one step regardless of the vehicle speed when the number of retry processes is two or more. In the above case, the vehicle speed may be calculated from the actual rotational speed using a Doppler sensor or the like, but may be calculated from the rotational speed of the shaft rotating portion.

  If the target main shift positions 10 and 11 are controlled to be lowered by one step as described above, there is no problem that the airframe stops without completing the shift. In addition, if the control is performed so as to switch from the current shift position to the low speed side as well as the first gear, there is no risk that the aircraft will travel at a high speed, so safety is increased.

Although illustration is omitted, the following processing can be added at the time of a shift processing operation using an accelerator pedal shift or an acceleration / deceleration switch.
As a first example, if the shift is not completed even if a predetermined number of shift outputs are output during the retry process, the shift is prohibited if it is in the speed increasing direction, and only the automatic shift on the deceleration side is allowed. In this case, the speed increase switch 37 and the speed reduction switch 38 may be used to perform a shift by manual operation. Although the automatic shift does not work, the operation is performed after the operator knows the abnormality, and the shift can be performed to a desired shift position with priority given to the operator's consciousness.

  As a second example, when there is an abnormality in a specific main gear stage during the switching operation of the main transmissions 10 and 11 using the speed increasing / decelerating switches 37 and 38, for example, in order from the fifth speed to the eighth speed. When switching, if there is an abnormality in the 6th speed position, it will not enter the 6th speed position, but if the stop condition such that the aircraft is stopped is satisfied, the 6th speed where the abnormality has occurred It is also possible to change the speed by passing the position. The stop condition in this case is when the operator steps on the clutch pedal 29, the forward / reverse switching lever 27 is in the neutral position, or the auxiliary transmission is in the neutral position.

  As a third example, during the above-described first shift control, in other words, when the main transmissions 10 and 11 are switched to the main transmission position having the longest accumulated use time when the auxiliary transmission 12 is switched, this is stored. If there is an abnormality in the main shift position, the shift position on which the abnormality is present may be avoided and the safe low-speed shift position may be stored and shifted to that shift position.

  Further, as the fourth case, during the second shift control described above, in other words, when the sub-shift operation lever 34 is operated, in this embodiment, the main transmission automatically switches to either the first speed or the eighth speed. However, when the 1st speed position and the 8th speed position are abnormal, the control can be performed with the next 2nd speed position or 7th speed position as a target.

  As a fifth example, when an abnormal situation that does not allow automatic shifting occurs, the normal control is shifted to the emergency shift control, and the main transmissions 10 and 11 are forcibly moved to the first speed position or the second speed position, for example. You may make it transfer to the state which can be fixed and can only drive | work. Automatic shifting is not possible, but only low-speed traveling is possible, so movement is possible, and there is no need to leave the aircraft on the field.

  Further, as a sixth example, when the state where the main transmissions 10 and 11 do not come out from a certain shift position continues, if the shift to the target shift position is attempted, only the clutch may be disconnected and the airframe may stop. End up. In order to prevent this from happening, it is also possible to stop issuing a shift output command when a shift position cannot be released, to output an output signal to the currently detected main shift position, and to prohibit subsequent changes. it can.

  FIG. 9 is an enlarged view of the liquid crystal monitor 100 portion. To explain the configuration, an engine tachometer 102 is provided at the center of the instrument panel 101. A mode notification lamp group 104 is provided. A controller (not shown) is provided in the instrument panel 101 and controls the display content of the monitor 100 which is a liquid crystal display unit. The liquid crystal display unit displays the shift position of the auxiliary transmission 12 and the shift positions of the main transmissions 10 and 11, the vehicle speed, the remaining amount of fuel, and the engine water temperature. Can do. In the illustrated example, the sub-transmission device is low speed (L), the main transmission device is 6-speed, and the vehicle speed is 1.2 km / h. When an abnormality occurs, this is displayed on the monitor 100 portion. The display content is copied as character information, and character information for alerting the user to switch to another shift position together with the abnormal shift position is sent. This abnormality display may be continued until the engine key is turned off and the engine is stopped.

It is the whole tractor side view. It is a power transmission diagram. It is a perspective view of a lever guide part. It is a block diagram. It is a pattern diagram of a boost waveform. It is a control flowchart of the whole shift control. 3 is a flowchart of accelerator shift control. It is a flowchart of transmission control. It is a front view of a liquid crystal monitor part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Tractor 2 Front wheel 3 Rear wheel 4 Bonnet 5 Engine 6 Mission case 9 Forward / reverse switching device 10 First main transmission device 11 Second main transmission device 12 Subtransmission device 37 Increase switch 38 Deceleration switch 55 Automatic mode switch 58 Accelerator pedal 60 Controller 100 Monitor

Claims (1)

  A main transmission (10, 11) capable of multi-speed shifting, a sub-transmission (12) having a reduction ratio larger than that of the main transmission (10, 11), and a hydraulic forward / reverse switching device (9). The main transmission (10, 10) is operated by operating an acceleration switch (37) or a deceleration switch (38) provided on a transmission operation lever (34) for shifting the transmission (12) or by depressing an accelerator pedal (58). 11), and when the shift operation to the target shift position is not completed during the automatic shift operation using the accelerator pedal (58), the speed increasing switch (37 ) Or a moving vehicle provided with control means (60) for receiving a shift by the deceleration switch (38).

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