JP2848309B2 - Transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device, and more particularly, to a shift control device for a semi-automatic transmission that controls a clutch mechanism and a transmission mechanism to perform an automatic shift except for a driver operating a clutch mechanism when starting. The present invention relates to a suitable shift control device.

[0002]

2. Description of the Related Art In recent years, in large vehicles such as buses and trucks,
A semi-automatic transmission has been proposed and developed as an automatic transmission in which a shift operation is automatically performed in order to reduce a load on a shift operation of a driver. As such automatic transmissions, in the case of small vehicles such as passenger cars, those employing a torque converter in place of the clutch have become mainstream, but in the case of large vehicles such as buses and trucks, the amount of transmission of the drive torque has been large. And the load on the torque converter becomes excessive.

Therefore, a large vehicle as described above is provided with a clutch mechanism in the same manner as a manual transmission, and furthermore, an actuator for automatically connecting and disconnecting a clutch (an actuator for a clutch) and a meshing state of gears of the transmission. 2. Description of the Related Art A semi-automatic transmission has been developed in which an actuator for switching (a gear shift actuator) and the like are provided so that a shift can be performed without depressing a clutch pedal.

[0004] In such a semi-automatic transmission, under a predetermined condition such as starting or stopping, a driver steps on a clutch pedal to perform a predetermined gear shift operation, thereby switching a gear position of a transmission, thereby performing normal traveling. At times, the gear shifting operation is automatically performed according to the running state of the vehicle. Also, the change lever of the semi-automatic transmission as described above is configured such that, for example, pushing forward in the drive position as a center, shifts up, and pushing backward, shifts down. By operating the lever, the shift speed can be set to the starting speed or to the neutral state.

Further, in a semi-automatic transmission equipped with a manual mode, a gear change operation can be performed by the driver's intention by operating this change lever. By the way, when the shift lever is configured to be pressed in the front-rear direction around the position such as the drive position to change the gear, a force is applied to the change lever so as to always bias the change lever to the center position. Is configured.

Therefore, the driver cannot recognize the currently selected gear from the position of the change lever at the time of start or manual operation. Therefore, an indicator for displaying the current gear position is provided in the vicinity of the driver's seat (mainly in the meter panel) of a vehicle equipped with a semi-automatic transmission. The meshing state can be checked.

[0007] In a vehicle equipped with such a semi-automatic transmission, the start operation of the vehicle is performed in accordance with, for example, the procedure shown in FIG. 7, and the shift control in the transmission is executed. That is, the driver first depresses the clutch pedal to disengage the clutch (step SA1), and then operates the change lever to select the gear at the starting stage (step SA2).

[0008] The control section of the transmission mechanism outputs a control signal for performing a gear shift to the starting stage to the gear shift actuator based on the control signal input by the operation of the change lever. In the transmission, the gear shift is started in accordance with the control signal (step SA3), and the gear is switched to the starting gear (step SA4), and the display of the indicator is switched from "N (neutral)" to the speed of the starting gear. It is displayed (step SA5). In this case, assuming that the second speed is used as the start gear, the display of the indicator is switched from "N" to "2".

In the driver, the display of the indicator is "2".
Is confirmed (step SA6), then the accelerator pedal is depressed while returning the clutch pedal (step SA7), whereby the vehicle starts (step SA6).
8). The above-described transmission control display device is also disclosed in, for example, Japanese Patent Application Laid-Open No. 61-125935.

[0010]

However, in a vehicle having such a semi-automatic transmission, it is necessary for the driver to depress the clutch at the time of starting, and to confirm the completion of the gear shift by visually checking the indicator each time. However, there is a problem that attention to the front is reduced.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a shift control device which notifies a driver of the completion of a gear shift without lowering the driver's attention to the front. Aim.

[0012]

According to a first aspect of the present invention, there is provided a shift control device for outputting a shift command signal based on a shift lever operation of a transmission or a running state of a vehicle. A gear changeover means for performing gear changeover of the transmission based on a gear change command signal from the gear change signal output means, and a gear changeover operation by the gear changeover means being executed. A speed change state detecting means for detecting, and a depressing reaction force adjusting means capable of adjusting a depressing reaction force of an accelerator pedal of the vehicle, wherein the speed change operation is being performed by the speed change state detecting means. When this is detected, the depression reaction force adjusting means changes the depression reaction force of the accelerator pedal.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the shift speed switching state is detected by the shift speed change status detecting means. Then, the depression reaction force adjusting means is configured to increase the depression reaction force of the accelerator pedal. According to a third aspect of the present invention, in addition to the configuration of the first aspect, when the shift speed switching state is detected by the shift speed change state detecting means, the shift speed change state detecting means detects the shift speed. It is characterized in that the depression reaction force adjusting means inhibits depression of the open accelerator pedal.

According to a fourth aspect of the present invention, in addition to the configuration of the first aspect, the step-down reaction force adjusting means includes a fluid pressure source for accumulating a working fluid, and the accelerator pedal. A cylinder mechanism that is connected to the hydraulic pressure source and that communicates with the cylinder mechanism; a communication path that communicates the fluid pressure source with the cylinder mechanism; A solenoid valve capable of switching the fluid pressure source and the cylinder to a communication state or a cutoff state,
It is characterized by being comprised from.

According to a fifth aspect of the present invention, in addition to the structure of the first aspect, the transmission further comprises:
A gear shift actuator configured as a parallel shaft type transmission that switches to a desired gear by selectively switching the meshing state of a plurality of gears, and wherein the gear shift means shifts the gear to a required meshing state. A shift start detecting means for detecting that the meshing state of the predetermined meshing gear set is released, and a shift end detecting means for detecting when a gear set different from the predetermined meshing gear set is meshed. The speed change state detecting means detects that the meshing state of the predetermined meshing gear set has been released by the shift start detecting means, and then the other gear set meshes by the shift end detecting means. This is characterized in that it is configured to detect that the gear change operation is being performed until the operation is detected.

According to a sixth aspect of the present invention, there is provided a shift control device according to the present invention, in addition to the configuration according to any one of the first to fourth aspects, wherein the transmission includes an engine provided in the vehicle and the vehicle. A clutch mechanism interposed between the power transmission system and
A clutch actuator for connecting and disconnecting the clutch mechanism; a transmission capable of shifting the engine rotational driving force input through the clutch mechanism at a plurality of speeds; and performing the shift while switching the meshing state of the transmission. A gear shift actuator for shifting a gear to a required state; and a control means for outputting a command signal to the clutch actuator and the gear shift actuator to control the operation thereof. When the vehicle is not starting, a command signal is output to the clutch actuator and the gear shift actuator to perform a clutch disconnection operation, a gear shift operation, and a clutch engagement operation, thereby performing automatic gear shifting. Configured as a semi-automatic transmission to perform It is characterized in Rukoto.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIGS. 1 to 5 are diagrams for explaining a shift control device as a first embodiment. The present invention is directed to a semi-automatic transmission (or a semi-automatic transmission) capable of switching between a manual shift mode in which a gear shift actuator can be remotely controlled by transmitting a shift command of a gear position by manual operation through an electric signal and an automatic shift mode in which automatic gear shifting is performed. , Referred to as a semi-automatic transmission device). First, the overall configuration of the semi-automatic transmission device will be briefly described.

This semi-automatic transmission device is
As shown in FIG. 2, a clutch mechanism 2 attached to an output portion of the diesel engine 1, a transmission body (semi-automatic transmission) 3, and a semi-automatic transmission 3
And a control means (semi-automatic T / M control unit) 11 for controlling the operation of the engine 1 and a control means (electronic governor control unit) 12 for the electronic governor 1A of the engine 1.

The control means (semi-automatic T / M control unit) 11 is constituted as a shift signal output means for outputting a shift command signal based on a shift lever operation of a transmission or a running state of a vehicle. A remote control unit for manual shifting 11A for performing manual shifting control by remote operation in a mode, and a remote control for automatic shifting for controlling an automatic shifting by controlling a clutch disengagement operation, a gear shift operation, and a clutch engagement operation in an automatic shift mode. Control unit 11B
With

The clutch mechanism 2 is provided with a clutch booster 2A functioning as a clutch actuator. The clutch booster 2A drives the clutch mechanism 2 according to the supply state of air from the air tank 31.

The semi-automatic transmission is configured as a parallel shaft transmission that switches to a desired gear by selectively switching the meshing state of a plurality of gears. Further, the transmission body 3 has seven forward speeds and one reverse speed.
A gear shift actuator or a gear shift unit (GSU) 3A is provided as a gear shift means. The gear shift unit 3A shifts a gear stage to a required state while switching the meshing state of a gear mechanism (not shown) of the transmission body 3.

The operation states of the electronic governor 1A, clutch booster 2A and gear shift unit 3A are controlled by a semi-automatic T / M control unit 11 and an electronic governor control unit 12.

Semi-automatic T / M control unit 11
A change lever unit 4, a vehicle speed detecting means (vehicle speed sensor) 21 for detecting a vehicle speed, a clutch switch 40 for detecting depression of a clutch pedal 6, a transmission gear sensor (not shown) for detecting a shift speed of the transmission 3, and a clutch. A clutch rotation speed sensor 22 for detecting a rotation speed (ie, an output rotation speed of the clutch mechanism 2) and a stop lamp switch (a brake lamp) as a brake detection means for detecting the operation of the brake when the brake pedal 80 is depressed. 70 (including the type that detects air pressure), governor control unit 1
2. The emergency switch 23 and the alarm buzzer 14 are connected respectively.

The electronic governor control unit 1
2 includes an electronic governor 1A, an accelerator depression amount sensor 24,
The engine speed sensor 25 and the semi-automatic T / M control unit 11 are connected respectively. The accelerator depression amount sensor 24 is attached to the accelerator pedal 7. When the manual shift mode is selected by setting the change lever position of the change lever unit 4 to M, the change is performed via the manual operation remote control unit 11A provided in the semi-automatic T / M control unit 11. The gear shift unit 3A is remotely operated based on a command from the lever unit 4.
In this case, the shift shift control is performed through the change lever unit 4 by manually operating the change lever unit 4. However, since the shift operation can be performed with an extremely small operation force at the time of operation, this control is called finger touch control or finger control. It is also called a finger touch shift mode instead of the manual shift mode.

Further, in this semi-automatic transmission, when the automatic shift mode is selected by setting the change lever position to D, the automatic shift mode is executed except for the clutch connection operation at the time of starting. Has become. That is, in the automatic shift mode, the semi-automatic T
The gear shift unit 3A and the clutch booster 2A are remotely operated on the basis of various types of information via the automatic transmission remote operation control unit 11B of the / M control unit 11, and various types of information are provided via the electronic governor control unit 12. The electronic governor 1A is remotely operated based on the information.

The semi-automatic transmission apparatus is designed to execute the automatic shift mode in the automatic shift mode under all driving conditions except when starting. That is, as shown in FIG. 2, the automatic shift remote control unit 11B includes a stop determination unit 50 for determining whether the vehicle is stopped, and a stationary clutch control unit 60 for controlling the clutch booster 2A. The stop determination means 50 and the clutch control means 60 control the clutch operation, the accelerator operation, and the gear shift operation in the automatic shift mode.

Here, the vehicle speed sensor 21, the clutch speed sensor 22 and the stop lamp switch 70 are connected to the stop determination means 50.
2, the clutch rotational speed is equal to or lower than a predetermined speed (for example, 600 rpm), the brakes are being operated, and the vehicle speed is a predetermined vehicle speed (for example, 30k).
m / h) or less, it is determined that the vehicle is stopped or just before the stop.

The stop-time clutch control means 60 stops (or immediately before) the vehicle by the stop determination means 50.
Is determined, the clutch booster 2A is controlled so as to disconnect the clutch mechanism 2 in order to prevent engine stall. When the vehicle is stopped, the clutch is held in a disengaged state for a predetermined time.

Further, the engine 1 is provided with an engine load detecting means 90. The engine load detecting means 90 includes the accelerator depression amount sensor 24, the engine speed sensor 25, and the transmission gear sensor (not shown). For example, the load state of the engine 1 is determined based on the accelerator opening, the engine speed, and the like. Is to be detected. Then, the remote control unit 11 for automatic shifting
In B, the vehicle speed sensor 21 and the engine load detecting means 90
The target shift speed to be shifted is set based on the detection information from the above.

After the stopping clutch control means 60 completes the disengagement of the clutch mechanism 2, an optimal gear position is set according to the speed state of the vehicle and the load state of the engine 1, and the shift to this gear step is performed. It has become. By the way, the change lever unit 4 is, as shown in FIG.
A relatively short stroke change lever (shift lever) 4A is provided.

The shift pattern of the change lever 4A is as shown in FIG. 4, and is N (neutral).
, R (reverse), D (auto), M (manual), UP (shift up), and DOWN (shift down) in an I-type shift pattern having six positions. Of these positions, when the player enters the N position, the R position, the D position, and the M position, the change lever 4A stops at this position even if the hand is released from the change lever 4A after the operation, but the UP position and the DOWN position. In the position, when the hand is released from the change lever 4A, it automatically returns to the M position.

Therefore, except at the time of the shift operation, the change lever 4A is set to D (auto) or M (manual).
And the selected gear position cannot be recognized from the position of the change lever 4A.
Therefore, the present vehicle is provided with a display unit (indicator) 13 for receiving the signal from the semi-automatic T / M control unit 11 and displaying the current gear position. Speed, 5th speed, 6th speed, 7th speed, R
(Reverse), N (neutral) and the like are displayed. The display unit 13 also displays whether the shift mode is the automatic shift mode or the manual shift mode by turning on or off the automatic shift indicator lamp.

Then, N, D, M, UP, DOWN, R
A command signal is output according to each of the positions. Note that a command signal is output even at a transitional position between the respective positions. That is, a command signal corresponding to the M position is output between the M position and the UP position, between the M position and the DOWN position, and between the N position and the R position, and between the N position and the D position. , N position signals are output.

Next, the main structure of the shift control device of the present invention will be described. As shown in FIG. 1, this vehicle is provided with a shift speed change situation detecting means 8 for detecting the completion of a gear shift. And is connected to the control unit 11. The shift speed change situation detecting means 8 includes a shift start detecting means (not shown) for detecting that the meshing state of a predetermined meshing gear set has been released,
A shift end detecting means (not shown) for detecting when a gear set different from the predetermined meshing gear set is brought into an engaged state (not shown) is provided. The time from when the disengagement of the gear set is detected to when the shift end detecting means detects that another gear set is engaged is detected as the execution of the gear change operation. I have.

Below the accelerator pedal 7, there is provided an accelerator pedal reaction force increasing / decreasing mechanism 9 as a depression reaction force adjusting means. The accelerator pedal reaction force increasing / decreasing mechanism 9 is configured to notify the completion of the gear shift by increasing / decreasing the reaction force to the driver's depressing operation of the accelerator pedal 7 on the basis of the information from the above-mentioned gear position change situation detecting means 8. It was done.

The provision of the above-mentioned depression reaction force adjusting means (accelerator pedal reaction force increasing / decreasing mechanism) 9 is mainly for the following reasons. That is, in vehicles equipped with such a semi-automatic transmission,
As described above, even in the automatic shift mode, the clutch operation by the driver is required at the time of starting, and it is necessary to perform the accelerator operation after the gear is completely switched from neutral to the starting stage (for example, the second speed). is there. On the other hand, when the shift lever 4A is configured to be pushed forward and backward about the traveling position as in this vehicle to switch the gear, the driver recognizes the currently selected gear from the position of the change lever 4A. Display unit (indicator) 1
It is necessary to check the gear shift state by visually observing No. 3.
For this reason, the driver must check the display of the indicator 13 each time the vehicle starts, and it is conceivable that the driver's attention to the front is reduced by that amount.

Therefore, in the present invention, the accelerator pedal reaction force increasing / decreasing mechanism 9 is provided to notify the driver of the completion of the gear shift by changing the reaction force of the accelerator pedal 7 according to the gear shift state. Hereinafter, the accelerator pedal reaction force increasing / decreasing mechanism 9 will be described. The accelerator pedal reaction force increasing / decreasing mechanism 9 increases the depressing reaction force of the accelerator pedal 7 before the completion of the gear shift at the time of starting the vehicle, and after completion of the gear shift. As shown in FIG. 1, an air cylinder 9A mainly serving as a cylinder mechanism, an air tank 31 serving as a fluid pressure source, and a magnet valve (electromagnetic valve) 9B are configured to reduce a stepping reaction force. It is composed of

The magnet valve 9B is connected to the air tank 31.
And an air cylinder 9 </ b> A, and switching control is performed based on a control signal from the control unit 11. An air supply path 31A as a communication path is provided between the air tank 31 and the magnet valve 9B, and an air supply / discharge path 31B is provided between the air cylinder 9A and the magnet valve 9B. ing. Further, an atmosphere open path 31C communicating with the atmosphere is connected to the magnet valve 9B.

The magnet valve 9B is connected to the air supply path 31
A mode in which pressurized air in the air tank 31 is supplied to the air cylinder 9A via the air supply / discharge passage 31B, and a mode in which air supplied into the air cylinder 9A is released to the atmosphere via the air release path 31C. And usually,
The air release mode is configured by the urging force of the return spring 9B-1. When a drive signal is input from the control unit 11, the magnet valve 9B is driven rightward in the figure against the urging force of the return spring 9B-1, and the air supply mode is controlled. ing.

The air cylinder 9A has a cylinder member 9A-
1 and a piston member 9A-2, and a space (air supply chamber) 9A- to which pressurized air is supplied by the cylinder member 9A-1 and the piston member 9A-2 via the air supply / discharge passage 31B. 3 are formed. One end of the piston member 9A-2 is connected to the accelerator pedal 7.

Although not particularly shown, the accelerator pedal 7 is provided with a return spring or the like as in a normal vehicle, and when the driver does not depress the accelerator pedal 7, the return spring operates. The accelerator pedal 7 is biased in a direction to decrease the accelerator opening. Therefore, if the control unit 11 determines that the gear shift unit 3A of the transmission 3 is performing a gear shift from neutral to the starting gear (second speed) based on the detection information from the gear shift state detecting means 8, A control signal for driving the magnet valve 9B is output from the unit 11, and the magnet valve 9B enters the air supply mode.

Accordingly, the pressurized air in the air tank 31 is supplied to the air supply chamber 9A-3 of the air cylinder 9A to drive the piston member 9A-2, thereby increasing the reaction force against the depression of the accelerator pedal 7. -ing Further, when the shift speed change status detecting means 8 detects that the shift of the transmission 3 to the start gear is completed, the control signal for driving the magnet valve 9B is cut off, and the return spring 9B-
1 is urged to the left in the figure.

As a result, the magnet valve 9B enters the open-to-atmosphere mode, and the air in the air supply chamber 9A-3 is released to the atmosphere through the open-to-atmosphere path 31C. The reaction force is eliminated. In this case, the cylinder member 9A
-1 and the piston member 9A-2 can slide smoothly, so that the accelerator pedal 7 operates smoothly even if the driver depresses the accelerator pedal 7. Also, when the driver does not step on the accelerator pedal 7 again, the accelerator pedal 7 is smoothly returned by a return spring (not shown).

As a result, the driver can grasp the gear change state of the transmission 3 via the accelerator pedal 7 without checking the indicator 13 every time the vehicle starts moving, and thus, the attention to the front of the vehicle can be obtained. The vehicle can be started without damaging the vehicle. Since the shift control device according to the first embodiment of the present invention is configured as described above, the operation of the driver when the vehicle starts and the operation of the accelerator pedal reaction force increasing / decreasing mechanism 9 are performed as shown in FIG. It will be.

That is, first, the driver depresses the clutch pedal 6 to disengage the clutch (step S1), and then operates the change lever 4A to select a starting gear (step S2). And control unit 1
In step 1, a control signal is output to the gear shift unit 3A to shift to the starting gear based on the control signal input by the operation of the change lever 4A. And
As a result, the gear shift is started, and the magnet valve 9B is driven to the air supply mode by the control signal from the control unit 11 to increase the reaction force of the accelerator pedal 7 (step S3).

Thereafter, when the gear shift is completed (step S4), the magnet valve 9B is switched to the atmosphere release mode, the increase in the reaction force by the accelerator pedal reaction force increasing / decreasing mechanism 9 is released, and the reaction force of the accelerator pedal 7 is reduced. At the same time, the display of the indicator 13 is switched from “N (neutral)” to the starting gear and displayed (step S).
5). In this case, since the second speed is used as the starting gear, the display of the indicator 13 is switched from “N” to “2”.

Then, the accelerator pedal is depressed while returning the clutch pedal (step S6), whereby the vehicle starts (step S7). As described above, according to the present invention, the driver can know the completion of the gear shift by reducing the reaction force of the accelerator pedal 7 without checking the display of the indicator 13.

This eliminates the need for the driver to check the indicator 13 each time the vehicle starts moving, and has the advantage that the driver can start the vehicle without losing attention to the front. In the above-described first embodiment, the depression reaction force adjusting means 9 is connected to the accelerator pedal 7 of the vehicle.
Although it is configured as an accelerator pedal reaction force increasing / decreasing mechanism for increasing / decreasing the depression reaction force of the accelerator pedal, the depression reaction force adjustment means 9 may be configured as an accelerator pedal lock mechanism for inhibiting the depression of the accelerator pedal 7.

Whether the depressing reaction force adjusting means 9 is configured as such an accelerator pedal lock mechanism or as an accelerator pedal reaction force increasing / decreasing mechanism is determined by, for example, adjusting the pressure acting in the air supply chamber 9A-3. Or by adjusting the pressure of the pressurized air in the air tank 31. That is, when the depression reaction force adjusting means 9 is configured as an accelerator pedal lock mechanism,
By supplying high-pressure pressurized air into the air supply chamber 9A-3 in the air supply mode of the magnet valve 9B, depression of the accelerator pedal 7 by the driver can be prohibited.

When the depressing reaction force adjusting means 9 is configured as an accelerator pedal lock mechanism, the following effects are obtained in addition to the same operations and effects as when the accelerator pedal reaction force increasing / decreasing mechanism is provided. be able to. That is, in the air supply mode, the driver's depression of the accelerator pedal 7 is prohibited, so that even if the driver tries to depress the accelerator pedal 7 by mistake before the completion of the gear shift, the accelerator pedal 7 does not operate, so that the gear can be shifted more reliably. The driver can be informed of the speed change state of the machine 3.

Next, a shift control device according to a second embodiment of the present invention will be described. In the second embodiment, the accelerator pedal reaction force increasing / decreasing mechanism 9 as the depression reaction force adjusting means in the first embodiment described above. Only the configuration is different, and the other configuration is the same as that of the first embodiment. Therefore, in the second embodiment, the configuration of the accelerator pedal reaction force increasing / decreasing mechanism 9 will be mainly described.

In the second embodiment, the accelerator pedal reaction force increasing / decreasing mechanism 9 increases the depressing reaction force of the accelerator pedal 7 in the same manner as in the first embodiment before the completion of the gear shift at the time of starting the vehicle, thereby starting the vehicle. After completion of the gear shift, the piston member 9B is forcibly lowered to remove the stepping reaction force by the accelerator pedal reaction force increasing / decreasing mechanism 9.

Hereinafter, the accelerator pedal reaction force increasing / decreasing mechanism 9 will be described in detail. As shown in FIGS. 6 (a) and 6 (b), this accelerator pedal reaction force increasing / decreasing mechanism 9 is mainly provided below the accelerator pedal 7. The air cylinder 9A, the air tank 31, and the magnet valve 9B are provided. The magnet valve 9B is provided between the air tank 31 and the air cylinder 9A, and is controlled to be switched based on a control signal from the control unit 11.

The air cylinder 9A has a cylinder member 9A-
1 and a piston member 9A-2, and the inside of the cylinder member 9A-1 is partitioned into a first chamber 9A-31 and a second chamber 9A-32 by the piston member 9A-2. In addition, one end of the piston member 9A-2 does not normally contact the accelerator pedal 7, but comes into contact with the accelerator pedal 7 only at the time of changing gears at the time of starting.

An air supply passage 31A is provided between the air tank 31 and the magnet valve 9B, and air supply / discharge passages 31B-1, 31B- are provided between the air cylinder 9A and the magnet valve 9B. 2 are provided. And these air supply / discharge paths 31B-1, 31B-2 are:
They are connected to the first and second chambers 9A-31 and 9A-32, respectively. Further, the magnet valve 9B has
An open air path 31C communicating with the atmosphere is also connected.

The magnet valve 9B has a first mode and a second mode as described below, and the switching is controlled based on a control signal from the control unit 11. Here, in the first mode, the pressurized air in the air tank 31 is supplied to the first chamber 9A-31 via the air supply path 31A and the air supply / discharge path 31B-1, and the second chamber 9A-32 is supplied. The second mode is a mode in which the air is released to the atmosphere through the air supply / discharge path 31B-2 and the atmosphere release path 31C. In this mode, the air is supplied to the second chamber 9A-32 via the air supply / discharge path 31B-2 and the air supply / discharge path 31B-1 and the air release path 31C. is there.

The magnet valve 9B is normally operated by the urging force of the return spring 9B-1 as shown in FIG.
(A) is configured to be in the first mode, and when a drive signal is input from the control unit 11, the magnet valve 9B resists the urging force of the return spring 9B-1. Driven in the middle right direction,
The second mode is controlled.

Then, in the control unit 11,
When the gear shift unit 3A of the transmission 3 determines that the gear shift from the neutral position to the starting position (second speed) is being executed based on the detection information from the gear position change status detecting means 8, control for driving the magnet valve 9B is performed. A signal is output, and the magnet valve 9B is controlled to the second mode.

Therefore, the pressurized air in the air tank 31 is supplied to the second chamber 9A-32 of the air cylinder 9A and the first chamber 9A-31 is opened to the atmosphere.
As shown in (b), the piston member 9A-2 is driven upward in the figure, and the piston member 9A-2 is
, The reaction force against the depression of the accelerator pedal 7 is increased.

When the gear change state detecting means 8 detects that the shift of the transmission 3 to the starting gear is completed, the control signal for driving the magnet valve 9B is cut off and the magnet valve 9B returns. Spring 9B
The first mode is urged to the left side in the figure by the urging force of -1. As a result, the pressurized air in the air tank 31 becomes the first
While being supplied to the chamber 9A-31, the second chamber 9A-32
Is released to the atmosphere, and the piston member 9A-2 is driven downward in the figure, and as shown in FIG.
-2 separates from the accelerator pedal 7 and the accelerator pedal 7
The reaction force is removed.

As a result, the driver can perform the accelerator operation as usual, and can change the gear position of the transmission 3 via the accelerator pedal 7 without checking the indicator 13 every time the vehicle starts moving. It is possible to grasp and start the vehicle without losing the attention to the front of the vehicle. The shift control device according to the second embodiment of the present invention is configured as described above.
The transmission 3 can be transmitted through the accelerator pedal 7 without checking
Thus, there is an advantage that the vehicle can be started without impairing the attention to the front of the vehicle.

In addition to the above effects, the following effects are also obtained. That is, in the second embodiment, when the shift speed switching state detecting means 8 detects that the shift of the transmission 3 to the starting speed is completed, the piston member 9A-2 which has been in contact with the accelerator pedal 7 is moved. Accelerator pedal 7
Therefore, there is an effect that the accelerator pedal 7 does not receive the sliding resistance between the cylinder member 9A-1 and the piston member 9A-2 during normal running or the like.

The depression reaction force adjusting means 9 may be configured as an accelerator pedal lock mechanism for inhibiting the depression of the accelerator pedal 7. When the depression reaction force adjusting means 9 is configured as an accelerator pedal lock mechanism, the following effects can be obtained in addition to the same operations and effects as when the accelerator pedal reaction force increasing / decreasing mechanism is provided. That is, in the second mode, since the driver's depression of the accelerator pedal 7 is prohibited, even if the driver accidentally depresses the accelerator pedal 7 before the completion of the gear shift, the accelerator pedal 7 does not operate. Thus, the driver can be informed of the speed change state of the transmission 3.

The transmission control device of the present invention is not limited to such a semi-automatic transmission, but can be widely applied to, for example, a normal manual transmission. The configuration of the semi-automatic transmission is not limited to the above-described embodiment. For example, the semi-automatic transmission includes a semi-automatic transmission configured to require an artificial clutch operation when the vehicle starts. It can be widely applied to vehicles.

[0065]

As described above in detail, according to the shift control apparatus of the first aspect of the present invention, a shift signal output for outputting a shift command signal based on a shift lever operation of a transmission or a running state of a vehicle. Means, a gear changeover means for performing a gear changeover of the transmission based on a gear change command signal from the gear change signal output means, and a gear changeover operation by the gear changeover means is being executed. A shift speed change situation detecting means for detecting this, and depressing reaction force adjusting means capable of adjusting a depressing reaction force of an accelerator pedal of the vehicle are provided, and the shift speed switching operation is being executed by the shift speed change situation detecting means. Is detected, the depression reaction force adjusting means changes the depression reaction force of the accelerator pedal, so that the driver can start the vehicle. In via the accelerator pedal can grasp the state of the gear shift, there is the advantage that it is possible to start the vehicle without damaging the attention of the vehicle ahead.

According to a second aspect of the present invention, in addition to the structure of the first aspect, the shift speed switching by the shift speed changing means is performed by the shift speed changing state detecting means. When detected, the depression reaction force adjusting means is configured to increase the depression reaction force of the accelerator pedal, so that the driver can grasp the state of the gear shift by the reaction force when the accelerator pedal is depressed. There is an advantage that the vehicle can be started without impairing the attention to the front of the vehicle.

According to a third aspect of the present invention, in addition to the configuration of the first aspect, the shift speed is switched by the shift speed change means by the shift speed change state detecting means. When it is detected, the depression reaction force adjusting means is configured to prohibit depression of the open accelerator pedal, so that even if the driver accidentally depresses the accelerator pedal before the gear shift is completed,
Since the accelerator pedal does not operate, it is possible to reliably notify the driver of the gear shift state.

According to a fourth aspect of the present invention, in addition to the configuration of the first aspect, the step-down reaction force adjusting means includes a fluid pressure source for accumulating a working fluid,
A cylinder mechanism connected to the accelerator pedal and operated in accordance with a working fluid pressure, a communication path communicating the fluid pressure source with the cylinder mechanism, and detection by the speed change state detecting means interposed in the communication path. Since the fluid pressure source and the solenoid valve that can switch the cylinder between a communicating state and a shut-off state according to information can be configured relatively easily, the present invention can have a relatively simple configuration and cost increase. There is an advantage that it is hardly invited.

According to a fifth aspect of the present invention, in addition to the structure of the first aspect, the transmission can selectively switch a meshing state of a plurality of gears. And a gear shift actuator configured to shift the gear to a required meshing state, and release the meshing state of a predetermined meshing gear set. Gear shift start detecting means for detecting that the gear change has been performed, and shift end detecting means for detecting when a gear set different from the predetermined meshing gear set is brought into an engaged state. From when the start detecting means detects that the meshing state of the predetermined meshing gear set has been released to when the shift end detecting means detects that the other gear set has meshed. By switching operation of the shift stage between is configured to detect a running, there is an advantage that a gear change can be reliably detected.

According to a sixth aspect of the present invention, in addition to the structure of any one of the first to fourth aspects, the transmission further includes an engine provided in the vehicle. A clutch mechanism interposed between the power transmission system of the vehicle, a clutch actuator for connecting / disconnecting the clutch mechanism, and an engine rotational driving force input via the clutch mechanism at a plurality of gear positions; A transmission capable of shifting, a gear shift actuator for shifting the gear position to a required state while switching the meshing state of the transmission, outputting command signals to the clutch actuator and the gear shift actuator, In addition to having control means for controlling the operation, when the vehicle starts, an artificial clutch operation is required.
A command signal is output to the clutch actuator and the gear shift actuator to perform a clutch disconnection operation, a gear shift operation, and a clutch engagement operation, thereby being configured as a semi-automatic transmission in which automatic transmission is performed. There is also an advantage that the number of times can be reduced and the burden and fatigue of the driver can be reduced.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing a main configuration of an automobile with a semi-automatic transmission as a first embodiment of the present invention.

FIG. 2 is a schematic diagram for explaining an overall configuration of a vehicle with a semi-automatic transmission as a first embodiment of the present invention.

FIG. 3 is a perspective view showing shift operation means in the vehicle with a semi-automatic transmission as the first embodiment of the present invention.

FIG. 4 is a schematic diagram showing a shift pattern of shift operation means in a vehicle with a semi-automatic transmission as the first embodiment of the present invention.

FIG. 5 is a diagram for explaining a driver operation and a shift operation of a transmission at the time of start of the vehicle with the semi-automatic transmission as the first embodiment of the present invention.

FIG. 6 is a schematic configuration diagram illustrating a main configuration of a vehicle with a semi-automatic transmission according to a second embodiment of the present invention.

FIG. 7 is a diagram for explaining a driver's operation and a shift operation of a transmission at the time of starting in a conventional automobile with a semi-automatic transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Diesel engine 1A Electronic governor 2 Clutch mechanism 2A Clutch booster as a clutch actuator 3 Transmission body 3A Gear shift actuator or gear shift unit (GSU) as a gear changeover means 4 Change lever unit as a shift operation means 4A Change lever ( 6) Clutch pedal 7 Accelerator 8 Shift stage switching state detecting means 9 Accelerator pedal reaction force increasing / decreasing mechanism as depression reaction force adjusting means 9A Cylinder mechanism 9A-1 Cylinder member 9A-2 Piston member 9A-3 Space (air supply) 9A-31 1st chamber 9A-32 2nd chamber 9B Magnet valve (solenoid valve) 9B-1 Return spring 11 Control means as shift signal output means (semi-automatic T
/ M control unit) 11A Remote control unit for manual transmission 11B Remote control unit for automatic transmission 12 Control means for electronic governor (electronic governor control unit) 13 Display unit (indicator) 14 Alarm buzzer 21 Vehicle speed sensor (vehicle speed detecting means) 22) Clutch rotational speed sensor (clutch output rotational speed detecting means) 23 Emergency switch 24 Accelerator depression amount sensor (accelerator commanding means) 25 Engine rotational speed sensor 31 Air tank (main air tank) as fluid pressure source 31A as communication passage Air supply path 31B, 31B-1, 31B-2 Air supply / discharge path 31C Open air path 40 Clutch switch 50 Stop determination means 60 Clutch control means at stop 80 Brake pedal 90 Engine load detection means

Claims (6)

(57) [Claims] 1. A shift signal output means for outputting a shift command signal based on a shift lever operation of a transmission or a running state of a vehicle, and a shift speed of the transmission based on a shift command signal from the shift signal output means. Speed changeover means for executing the changeover of the vehicle, a speed changeover state detecting means for detecting that the speed changeover operation is being performed by the speed changeover means, and a reaction force of depressing an accelerator pedal of the vehicle. A step reaction force adjusting means which can be adjusted; and when the speed change state detecting means detects that a gear shift operation is being performed, the step reaction force adjusting means detects the accelerator pedal depression reaction. A shift control device characterized in that the force is changed. 2. The deceleration reaction force adjusting means increases the depression reaction force of the accelerator pedal when the gear position switching state detection means detects a shift of the gear position by the gear position switching means. The speed change control device according to claim 1, wherein: 3. The depressing reaction force adjusting means prohibits the depression of an open accelerator pedal when the shift speed switching state is detected by the speed change state detecting means. The speed change control device according to claim 1, wherein: 4. A fluid pressure source for accumulating a working fluid, a cylinder mechanism connected to the accelerator pedal and operating in accordance with the working fluid pressure, the fluid pressure source and the cylinder mechanism. And a solenoid valve interposed in the communication passage and capable of switching the fluid pressure source and the cylinder into a communication state or a shut-off state in accordance with information detected by the speed change state detection means. The speed change control device according to claim 1, wherein the speed change control device is configured. 5. The transmission is configured as a parallel shaft type transmission that selectively switches a meshing state of a plurality of gears to switch to a desired shift speed, and the shift speed switching means includes: A gear shift actuator that shifts the gear to a required meshing state, a shift start detecting means for detecting that the meshing state of the predetermined meshing gear set has been released, and a gear set different from the predetermined meshing gear set has a meshing state. The shift speed change status detecting means detects the release of the meshing state of the predetermined meshing gear set by the shift start detecting means. The speed change operation is detected as being executed until the detection means detects that the another gear set is engaged. Wherein, the shift control device according to claim 1. 6. A clutch mechanism interposed between an engine of the vehicle and a power transmission system of the vehicle, a clutch actuator for connecting and disconnecting the clutch mechanism, and A transmission capable of shifting an engine rotational driving force input through a clutch mechanism at a plurality of gears; a gear shift actuator for shifting the gears to a required state while switching the meshing state of the transmission; A control means for outputting a command signal to the clutch actuator and the gear shift actuator to control the operation thereof is provided. At the time of starting the vehicle, a manual clutch operation is required, and at the time of starting the vehicle, In other cases, a command signal is output to the clutch actuator and the gear shift actuator to disengage the clutch operation and the gear shift operation. The shift control device according to any one of claims 1 to 4, wherein the shift control device is configured as a semi-automatic transmission that performs an automatic shift by performing an operation and a clutch engagement operation.