JP3109037B2 - Transmission control device for transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of shifting gears by disengaging a synchro clutch means for a current gear position in response to a gear shift signal and engaging a synchro clutch means for a next gear position via a neutral state. The present invention relates to a shift control device adapted to perform The synchro clutch means not only a clutch having a synchromesh mechanism but also a clutch having a roller synchro mechanism, a clutch having a dog-tooth mechanism, etc., so that the clutch can be engaged by meshing with a mechanical member. Say the clutch has become.

[0002]

2. Description of the Related Art A transmission disclosed in, for example, U.S. Pat. No. 4,817,451 is known as a transmission for performing a shift control by controlling the engagement of the synchro clutch means. In this transmission, a roller synchronization mechanism is used as the synchronization clutch means.

[0003] In a transmission using such a synchro clutch means, an automatic transmission in which the shift is automatically performed is disclosed in Japanese Patent Publication No. 63-53410. In this transmission, there is disclosed a shift control device that performs a shift while a main clutch for controlling connection between a transmission input shaft and an engine is connected.

In the case where the shift is performed while the main clutch is connected, when the rotation of the input / output member in the clutch means is asynchronous, the torque transmitted through the clutch is not used. Acts as a force that hinders the disengagement and engagement of the clutch means, and the force required for so-called gear disengagement becomes large. Therefore, the torque transmitted via this clutch becomes zero, and the gear disengagement force becomes substantially zero. Sometimes it is necessary to release or engage the clutch.

For this reason, in the transmission disclosed in this publication, the throttle opening at which the engine is in a no-load state is set in advance, and the throttle opening control is performed so that the throttle becomes the no-load throttle during shifting. Then, the throttle opening is set to the no-load opening state (throttle opening at which the engine is in the no-load state), and when the torque transmitted through the synchro clutch becomes zero, the current gear stage synchro is performed. The clutch is released, and then the throttle opening is reduced to change the input / output rotation of the next-stage synchro clutch in a direction to synchronize, and when this is synchronized, the next-stage synchro clutch is engaged to shift. Is performed.

[0006]

When such control is performed, when the input / output rotation of the synchro clutch for the next shift stage is engaged in a synchronized manner, it is very difficult to synchronize the input / output rotation until then. Control is performed to release the throttle opening having a small opening to the original opening. However, since the response of the throttle opening control has a slight delay, if the throttle opening is released from the time when the next shift stage synchro clutch is engaged, the deceleration is felt while the engine rotation remains in the synchronous rotation. There is a problem that you will feel. Furthermore, after such a deceleration occurs, the engine speed rapidly increases in response to the opening of the throttle opening,
There is also a problem that an acceleration shock occurs following the deceleration shock.

The present invention has been made in view of such a problem.
In the case where the shift is performed by the engagement and release control of the synchro clutch means, the throttle control is appropriately performed,
It is an object of the present invention to provide a shift control device capable of smoothly, quickly, and surely shifting from a current shift speed to a next shift speed.

[0008]

In order to achieve the above object, according to the present invention, a shift command means for outputting a shift signal, a shift actuator for releasing and engaging a synchro clutch means, and an engine output are controlled. A throttle valve and a throttle actuator that controls the operation of the throttle valve constitute a shift control device. Normally, this throttle actuator controls the operation of the throttle valve in accordance with the operation of the accelerator pedal, and controls the operation of the throttle valve regardless of the operation of the accelerator pedal when receiving a shift signal from the shift command means. Control is performed smoothly and quickly.

In this shift control device, when a shift signal is received from the shift command means, the shift actuator releases the current shift stage synchro clutch means while the engine output rotation is transmitted to the transmission input shaft as it is. In addition to the neutral state, under this neutral state, the throttle actuator controls the opening of the throttle valve so as to synchronize the input-side rotational speed of the next-gear-stage synchro clutch with the output-side rotational speed. Thereafter, when the difference between the input-side rotational speed and the output-side rotational speed of the synchro clutch for the next shift speed becomes equal to or less than a predetermined value, the throttle actuator sets the throttle valve opening slightly larger than the no-load throttle opening. , And the shift actuator performs control to start the engagement operation of the next-speed gear synchro clutch means. As a result, smooth and quick shift control from the current gear to the next gear can be performed. This shift control is particularly suitable for an upshift.

[0010]

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 shows the overall configuration of a shift control device according to an embodiment of the present invention. The shift control device includes a multi-stage transmission M connected to a rear portion of an in-line four-cylinder engine E via a clutch C, and an electronic control unit U. The engine E is provided with a throttle valve T for changing the rotation speed. A throttle actuator A1 for adjusting the opening and a throttle opening sensor S1 for detecting the opening are connected to the electronic control unit U. I have. The clutch C is connected to a clutch pedal Pc via a wire cable W. The clutch C is provided with a clutch damper D having an orifice control solenoid valve V, and clutch engagement control is performed by hydraulic pressure. Further, a clutch stroke sensor S2 for detecting the position of the lever L interlocked with the clutch damper D is connected to the electronic control unit U.

As means for causing the engine E to generate output, an ignition plug P and a fuel injection valve F are provided, and the engine output control by the operation control of these is performed by the electronic control unit U. In a line extending from the electronic control unit U to the spark plug P and the fuel injection valve F, ignition control means M1 and fuel supply control means M2 are provided, respectively.

A plurality of gear trains for establishing a desired shift speed are provided between the main shaft SM and the counter shaft SC of the multi-stage transmission M, and each gear train includes the gear train and the main shaft SM. A roller synchro mechanism R for fastening to the counter shaft SC is mounted. The roller synchronization mechanism R is driven by a drum-type shift actuator A2 connected to the electronic control unit U, and the shift position is detected by a shift position sensor S3 and displayed on a shift position indicator I.

The steering wheel H includes a shift-up lever Lu for outputting a shift-up shift command and a shift-down lever Ld for outputting a shift-down shift command.
Is provided, and is connected to the electronic control unit U. The electronic control unit U includes an accelerator pedal sensor S4 for detecting the position of the accelerator pedal PA, an engine rotation sensor S5 for detecting the rotation speed of the crankshaft of the engine E, and a rotation speed of the main shaft SM of the multi-stage transmission M. A main shaft rotation sensor S6 for directly detecting and a counter shaft rotation sensor S7 for detecting the rotation speed of the counter shaft Sc of the multi-stage transmission M from the rotation speed of the input gear of the operating device are connected. The electronic control unit U is connected to a battery B charged by the generator G and is supplied with power.

Next, the structure of the roller synchronization mechanism R will be described with reference to FIGS. As shown in FIG. 2, an n-th gear 3a is rotatably supported on a rotating shaft 1 constituting a main shaft SM or a counter shaft SC of the multi-stage transmission M via a needle bearing 2a. A gear 3b at the (n + 1) th gear is rotatably supported on the rotary shaft 1 via a needle bearing 2b at a position axially separated from the gear 3a by a predetermined distance. Between the gears 3a and 3b, a sleeve 8 is axially slidably supported on the outer periphery of a boss 6 connected to the rotating shaft 1 by a spline 5 via a spline 7, and the sleeve 8 is shifted. By moving the fork tip 9 in the axial direction, the gear 3a at the n-th speed or the gear 3b at the (n + 1) -th speed is integrally fastened to the rotary shaft 1 to establish the speed.

As is apparent from FIG.
The boss 6 is integrally provided with a ring-shaped inner cam 10a so as to be located in a recess 3a1 formed on the side surface of the gear 3a at the n-th speed.
A plurality of V-shaped cam grooves 10a1 are formed on the outer periphery of a. The cam groove 10 of the inner cam 10a
A plurality of rollers 12a are disposed between a1 and a roller contact surface 3a2 formed on the inner periphery of the recess 3a1 of the gear 3a.

Between the inner cam 10a and the roller contact surface 3a2 of the gear 3a, a ring-shaped retainer 1 whose outer periphery slides relatively freely on the roller contact surface 3a2 of the gear 3a.
3a is provided (see FIG. 4). A plurality of roller support holes 13a1 penetrating in the radial direction corresponding to the position of the cam groove 10a1 are formed in the retainer 13a, and the roller 12a is held therein so as to be slightly movable in the radial direction. I have. And, on the inner circumference of the retainer 13a,
Dowel entry groove 13a2 which is open on one side and extends in the axial direction
Are formed at 120 degree intervals.

On one side of the sleeve 8, a dowel 8a is provided.
The sleeve 8 is axially moved via the spline 7, whereby the dowel 8a is engaged with and disengaged from the dowel entry groove 13a2 of the retainer 13a (see FIG. 5). When the dowel 8a is engaged with the dowel entry groove 13a2, the inner cam 10a and the retainer 13a
The roller 12a is positioned in the state shown in FIG.
Fit to the center of a1.

Since the roller synchronizing mechanism R at the (n + 1) th gear has substantially the same structure as that of the roller synchronizing mechanism R at the above-mentioned nth gear, the subscript b
, Overlapping description will be omitted.

The operation of the roller synchro mechanism R having such a configuration will be described by taking the roller synchro mechanism at the n-th speed position as an example. The sleeve 8 is in the neutral position shown in FIGS. 2 and 5, and the dowel 8a is the retainer 1 of the gear 3a.
3a, the inner cam 10a and the retainer 13a are positioned in the state of FIG. 3 via the rotary shaft 1, the boss 6, the dowel 8a of the sleeve 8, and the dowel entry groove 132a of the retainer 13a. Is done. Then
The roller 12a held by the retainer 13a moves radially inward inside the roller support hole 13a1 and is slightly separated from the roller contact surface 3a2 of the gear 3a.

In this state, the outer peripheral surface of the retainer 13a and the roller contact surface 3a2 of the gear 3a slip, and the transmission of torque between the rotating shaft 1 and the gear 3a is interrupted. At this time, the dowel 8a of the sleeve 8 is also connected to the retainer 13 on the gear 3b side.
b, and is fitted in the dowel entry groove 13b2, and the transmission of torque between the rotating shaft 1 and the gear 3b is also cut off. As a result, the roller synchronizing mechanism R enters a neutral (neutral) state.

In this state, when the sleeve 8 is moved in the direction of arrow A to disengage the dowel 8a from the dowel entry groove 13a2, the retainer 13a and the inner cam 10a become relatively rotatable. Therefore, the rollers 12a are slightly rotated relative to each other by the torque applied from the rotating shaft 1 or the gear 3a, and the roller 12a is strongly pushed radially outward inside the roller support hole 13a1 by the cam groove 10a1 of the inner cam 10a. Is pressed against the roller contact surface 3a2. As a result, the inner cam 10a and the gear 3a, that is, the rotating shaft 1 and the gear 3a are integrally fastened, and the n-th gear is established. When the sleeve 8 is moved in the direction of the arrow B opposite to the above, the rotation shaft 1 and the gear 3b are integrally fastened by the same operation as described above, and the (n + 1) th gear is established.

Next, the structure of the shift actuator A2 will be described with reference to FIGS. As shown in FIG. 6, a cylindrical shift drum 2 is provided on a casing 21 of the multi-stage transmission T via a pair of ball bearings 22 and 23.
4 are supported at both ends, and a driven gear 25 fixed to one end of the shift drum 24 meshes with a drive gear 28 fixed to a drive shaft 27 of a shift motor 26 attached to the casing 21. Therefore, the shift motor 2
6, the rotation of the shift drum 24 can be controlled. The shift motor is a pulse motor. On the outer periphery of the shift drum 24, three shift forks 30, 31, 3 are respectively interposed via a pair of slide bearings 29.
The two bases 33a, 33b, 33c are slidably supported. As is apparent from FIG. 7 as well, each shift fork 30, 3
1, 32, three cam grooves 24a, 24b, 24
c are engraved, and these cam grooves 24a, 24b, 2
Pins 34a, 34b, 34c planted at the bases of the shift forks 30, 31, 32 are engaged with 4c.
And, the tip 9 of each shift fork 30, 31, 32
a, 9b, 9c operate the roller synchronization mechanism R 3
(See FIG. 2).

The transmission according to the present invention can set five shift speeds from LOW to 5TH as forward shift speeds, and therefore has five sets of roller synchro mechanisms. Of these, four sets of roller synchronizing mechanisms are arranged as a left and right pair as shown in FIGS. 2 to 5, and are used for setting LOW and 2ND shift speeds and for setting 3RD and 4TH shift speeds, respectively. The remaining one set consists of either the left or right transmission mechanism of FIG.
Used for setting the H shift stage.

The five shift speeds correspond to the shift motor 26
Is set by performing the rotation control of the shift drum 24 by. For example, at the N (neutral) gear, the above-described pins 34a, 34b, and 34c are at positions as shown in FIG. 7, and when the shift drum 24 is rotated from this state, the pins 34a, 34b, and 34c are respectively cammed. Grooves 24a, 2
4b, 24c so that the corresponding shift forks 30, 31,.
32 axial movements are performed, and each shift speed is sequentially set. For example, when the shift drum 24 is rotationally moved in the direction of arrow C and each of the pins 34a, 34b, 34c is at the LOW position, only the pin 34a is moved rightward, and the shift fork 30 is moved rightward. The roller synchronizing mechanism for the LOW shift stage is operated by the shift fork 30 to
The W gear is set. As can be understood from this, in this shift control device, shift control is performed by rotation control of the shift drum by the shift motor 26.

Next, the shift control will be described. This shift control is performed according to the flow shown in FIG.
It is determined whether the driver has operated the shift-up lever Lu or the shift-down lever Ld of the steering shift mechanism Ss (steps S1 and S2). When there is no operation signal, normal traveling control is performed, and based on the output signal of the accelerator pedal sensor S4 for detecting the position of the accelerator pedal PA, the electronic control unit U operates the throttle actuator A1 of the throttle valve T to operate the engine. E rotation control is performed. On the other hand, when the shift-up signal is output, the process proceeds to step S4 to perform shift-up control, and when the shift-down signal is output, the process proceeds to step S5 to perform shift-down control.

Since the control according to the present invention is used for the shift-up control, the description of the shift-down control is omitted here, and the shift-up control in step S4 is changed from the nth speed to the (n + 1) th speed. A description will be given by taking the upshifting as an example. This control is performed according to the flow shown in FIGS. Both figures show the same flow, and circles A to C are connected in the figures.

In this control, first, a shift target value, that is, a rotation target position of the shift drum 25 is calculated from the type of the upshift signal, and the rotation position of the shift motor 26 is controlled based on the target position ( Step S
11). As a result, the shift motor 26 is driven, and the shift drum 24 moves from the position SP (p) of the current shift speed (nth shift speed) to the next shift speed (shift to be shifted) as shown in FIG. And the rotational movement is started in the direction of the (n + 1) th gear. Note that a neutral position SP (N) exists between the two shift speeds, and this shift is performed from the current gear position SP (p) to the neutral position SP.
This is performed by rotating the shift drum 24 via (N) to the position SP (n) of the next shift speed.

At the same time, the main shaft rotation speed Nm
Then, the counter shaft rotation speed Nc is calculated (step S12). Note that these two rotational speeds Nm and Nc are values converted into values at the current gear shift roller synchro clutch R, and represent the drive-side and driven-side rotational speeds of the current gear shift roller synchro clutch R, respectively. . Therefore, when the rotational speeds Nm and Nc are equal to each other, it can be said that the drive side and the driven side of the current gear stage roller synchro clutch are synchronized.

Then, the process proceeds to a step S13, wherein it is determined whether or not the value of the flag F set to zero as an initial value is zero. Since F is initially 0, the process proceeds to step S14, sets the flag F = 1, and starts gear release throttle control for releasing the roller synchronization mechanism that sets the current shift speed (nth shift speed). (Step S15). As shown in FIG. 11 (b), this gear release throttle control changes the opening degree of the throttle valve T, which was controlled in response to the accelerator pedal PA before shifting, to a no-load condition regardless of the position of the accelerator pedal PA. Gear release throttle opening TH (1) slightly larger than throttle opening THNL (= THNL + α
However, this is performed by setting α: a minute value.

As shown in FIG. 12, the throttle opening TH
From the relationship between the engine speed Ne and the engine speed Ne, the engine output torque TQ transmitted to the current gear stage synchro clutch R is zero (that is, the relationship between the drive side and the driven side in the current gear stage synchro clutch R is in the no-load state). ) Is obtained in advance, and in this graph,
The throttle opening when located on the no-load line LNL is the no-load throttle opening THNL. This graph is set for each shift speed.

As shown in FIG. 12, the throttle opening TH
Is greater than the no-load throttle opening THNL, the engine is in an acceleration state, and the engine E
That is, from the main shaft SM to the counter shaft S
The driving force is transmitted to C via gears. Also, the throttle opening TH is equal to the no-load throttle opening THNL.
When the opening degree is smaller, the vehicle is in a deceleration state, and the drive wheel side moves to the engine E, that is, the counter shaft S
The driving force is transmitted from C to the main shaft SM via the gear.

FIG. 11 (b) shows a case where the throttle opening immediately before the shift is larger than the gear-release throttle opening TH (1) in the gear-eliminating throttle control, and when a gear-change command is issued (time t0). , The throttle opening is reduced to the throttle opening TH (1) without gear. However, if the throttle opening immediately before the shift is smaller than the gear-opening throttle opening TH (1), when a shift command is issued (time t0), the throttle opening is increased to the gear-free throttle opening TH (1). Control is performed.

When the gear release throttle control (step S15) is performed in this manner, the relationship between the driving side and the driven side of the current gear stage synchro clutch R becomes almost almost no-load. Since the driving force acting on the step synchronizing clutch R becomes zero, the sleeve 8
The frictional resistance to the axial movement, which had been acting on it, becomes almost zero. As a result, the sleeve 8 moves in the axial direction by the axial pressing force applied from the shift motor 26, and the dowel 8a is moved into the dowel entry groove 13a2 of the retainer 13a.
Get inside. Therefore, the position (shift position) SP of the shift fork moves to the neutral position SP (N) as shown by SP (1). And this position SP
In (N), the driving of the shift motor 26 is temporarily stopped. At the neutral position SP (N), the dowel 8a is completely fitted into the dowel entry groove 13a2, and the state shown in FIG. 5 is obtained.

In this manner, the deviation ΔSP between the actual shift position and the neutral position SP (N) when the shift position SP moves to the neutral position SP (N) is detected, and the absolute value of this deviation | It is determined whether or not ΔSP | ≦ DS1 (step S117). Note that DS
1 is a minute value, and when | ΔSP | ≦ DS1, the shift fork is almost in the neutral position SP (N).
Means that it has moved up.

When it is detected that the shift fork has almost moved to the neutral position SP (N) in this manner, the process proceeds to steps S18 and S19, and after setting the flag F = 2, the rotation synchronous throttle control is performed. . This rotation-synchronous throttle control is a control in which the output-side rotation speed of the next-speed gear synchronizing clutch is set as a target rotation speed so that the input-side rotation speed in the next speed change stage approaches the target rotation speed. Done. Therefore, the throttle opening Th is, for example, TH in FIG.
(2), and is controlled as shown by TH (3).

FIG. 11C shows a change in the number of rotations when the rotation-synchronous throttle control is performed as described above.
In this figure, the time change between the rotation speed Nm of the transmission main shaft SM and the rotation speed Nc of the counter shaft Sc is shown.
The figure shows a state in which the gears are coaxially converted so as to correspond to the shift gear synchro clutch at that time.
“c” corresponds to the output-side rotation speed of the speed-change synchro clutch. In the state before the shift command is output, the both rotation speeds are the same, but when the shift-up shift command is issued, the rotation speed corresponding to the synchro clutch for the next speed (the (n + 1) th speed) is set to the same speed. Therefore, as illustrated, the counter shaft rotation speed Nc has a low value. As long as the clutch C is engaged, the main shaft speed Nm is equal to the engine output speed.

As described above, when the synchro clutch R for the current stage (n-th speed stage) is released to be in the neutral state and the rotation-synchronous throttle control (step S19) is performed, the main shaft rotation speed Nm becomes as shown in the figure. It decreases and approaches the counter shaft rotation speed Nc. At this time, a rotation difference ΔNS between the main shaft rotation speed Nm and the counter shaft rotation speed Nc is calculated, and it is determined whether or not the rotation difference ΔNS has become equal to or smaller than a predetermined rotation difference DN (step S21).

Then, when ΔNS ≦ DN (FIG. 1
At time t3) shown in FIG. 1, the process proceeds to steps S22 and S23, where the cruise throttle control is performed with the flag F = 3 and lower. This cruise throttle control is performed by setting the throttle opening TH to a slightly smaller throttle opening TH (4) (= THNL + β, where β: minute value) than the no-load opening THNL at that time. The rotation speed Nm gradually approaches the counter shaft rotation speed.

Further, in parallel with the cruise throttle control, when ΔNS ≦ DN (time t3 shown in FIG. 11), the shift motor 26 is driven again to change the shift position SP to the current neutral position SP ( (N) to the next (N + 1th gear) shift position SP (n). As a result, the shift position SP starts moving from time t3 toward the next-stage shift position SP (n) as indicated by the line SP (2). According to this movement, the dowel 8 of the sleeve 8
b and the dowel entry groove 13b2 are disengaged from the next step (n +
The 1st speed stage) synchro clutch R is engaged, and the main shaft speed Nm and the counter shaft speed Nc match (time t4).

At this time, a position deviation ΔSP between the actual shift position SP and the next-stage shift position SP (n) has been detected, and the absolute value of the position deviation ΔSP is determined by a second predetermined value DS2.
It is determined whether it has become smaller (step S2).
5). Then, when | ΔSP | ≦ DS, the time t
From FIG. 5, the throttle opening TH is changed to a line T in FIG.
As shown by H (5), step-up throttle control for gradually returning is performed (step S27).

In this step-up control, it is determined whether or not the difference ΔθTH between the actual throttle opening and the throttle opening corresponding to the accelerator pedal PA at that time has become equal to or less than a predetermined opening difference DTH. (Step S2
8). When ΔθTH ≦ DTH, the throttle opening is rapidly returned to the opening corresponding to the accelerator pedal PA, and this control is terminated.

[0042]

As described above, according to the present invention,
When a shift signal is received from the shift command means, in a state where the engine output rotation is transmitted to the transmission input shaft as it is, the shift actuator releases the current shift stage synchro clutch means to the neutral state, and sets the neutral state. Below, the throttle actuator controls the opening of the throttle valve so as to synchronize the input-side rotation speed of the next-speed-stage synchronizing clutch with the output-side rotation speed. Then, when the difference between the input-side rotational speed and the output-side rotational speed of the next shift stage synchro clutch falls below a predetermined value, the throttle actuator sets the throttle valve opening to an opening slightly larger than the no-load throttle opening. Controls the settings,
Since the shift actuator performs control to start the engagement operation of the next shift stage synchro clutch means, it is necessary to prevent the engine speed from decreasing after the next shift stage synchro clutch means is engaged. And the throttle opening can be quickly and smoothly changed to the original opening (opening corresponding to the depression of the accelerator pedal), thereby preventing a feeling of deceleration and acceleration shock at the completion of the shift. it can. Therefore, if the present shift control device is used, smooth and quick shift control from the current shift speed to the next shift speed can be performed.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a shift control device according to the present invention.

FIG. 2 is a cross-sectional view of a roller synchro mechanism controlled by a gear shift by the device.

FIG. 3 is a sectional view showing the roller synchro mechanism along an arrow III-III in FIG. 2;

FIG. 4 is a perspective view of a retainer used in the roller synchronization mechanism.

FIG. 5 is a partial cross-sectional view of the roller synchronization mechanism.

FIG. 6 is a cross-sectional view of a shift actuator constituting the shift control device.

FIG. 7 is a developed view showing cam grooves of a shift drum constituting the shift actuator.

FIG. 8 is a flowchart showing shift control contents by the shift control device.

FIG. 9 is a flowchart showing shift-up shift control contents by the shift control device.

FIG. 10 is a flowchart showing shift-up shift control contents by the shift control device.

FIG. 11 is a graph showing a time change of a shift position, a throttle opening, and a transmission shaft rotation speed.

FIG. 12 is a graph showing the relationship between the throttle opening, the number of revolutions, and the output of the engine.

[Explanation of symbols]

 C clutch E engine M1 ignition control means M2 fuel injection control means R roller synchro mechanism SM main shaft SC countershaft A1 throttle actuator A2 shift actuator U shift control device

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-4-12141 (JP, A) JP-A-60-229829 (JP, A) JP-A-2-238139 (JP, A) 53410 (JP, B1) Tokuhyo Hei 3-503870 (JP, A) (58) Fields surveyed (Int. Cl. ⁷ , DB name) B60K 41/04

Claims (2)

(57) [Claims] 1. The engine output rotation is applied to a transmission input shaft.
In this state, the engagement of the synchro clutch means for the current gear position is released in accordance with the gearshift signal, and the gearshift is performed by engaging the synchro clutch means for the next gear position via the neutral state. A speed change command device that outputs the speed change signal, a speed change actuator that releases and engages the synchro clutch device, a throttle valve that controls engine output, and controls operation of the throttle valve. A throttle actuator that normally controls the operation of the throttle valve in accordance with the operation of an accelerator pedal,
When a shift signal is received from the shift command means, the operation of the throttle valve is controlled irrespective of the operation of the accelerator pedal. The sync gear clutch for the current gear stage is released to a neutral state, and under this neutral state, the throttle actuator synchronizes the input-side rotational speed of the next-stage synchro clutch with the output-side rotational speed. and controls the opening degree of the throttle valve, an input side speed of the synchro clutch next shift stage and an output
When the difference between the side rotation speeds becomes equal to or less than a predetermined value , the throttle actuator performs control for setting the throttle valve opening to a slightly larger opening than the no-load throttle opening, and the speed change actuator controls the next speed change. A shift control device for a transmission, wherein a shift control from a current shift speed to a next shift speed is performed by performing control for starting an engagement operation of a shift synchronizing clutch means. 2. The shift control device for a transmission according to claim 1, wherein the shift signal is a shift signal for instructing an upshift.