JP3198886B2 - 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 transmission,
More specifically, the present invention relates to a transmission capable of selecting a manual transmission mode and an automatic transmission mode.

[0002]

2. Description of the Related Art Generally, in a large vehicle such as a truck or a bus, the movement of a change lever operated by a driver at the time of gear shifting is controlled by an engine through a link mechanism such as a control rod connected to the change lever. The transmission is transmitted to a transmission provided on the driving force output side, and engagement control of a gear selected in the transmission is performed.

However, a mechanism used for such a shift requires an excessive force to operate a link mechanism such as a control rod, so that there is a problem that a burden on a driver during a shift operation is increased. there were.

Therefore, conventionally, a transmission device having a structure in which the meshing control of the gear at the selected stage in the transmission according to the selection operation using the change lever can be performed by an actuator using pneumatic or hydraulic pressure. Has been proposed.

In this transmission, the operation position of the change lever is detected, and the actuator is operated based on the position detection signal. According to such a configuration, the driver does not need a force for operating the link mechanism only by the operation force of the change lever, so that there is an advantage that the load at the time of shifting is reduced.

On the other hand, as a method for reducing the shift operation force for the driver, an automatic transmission may be provided.

However, the use of an automatic transmission has the following problems. For large vehicles such as trucks and buses,
The driving torque to be transmitted is much larger than that of a small vehicle. For this reason, the burden on the torque converter used in the small vehicle tends to be excessive. To solve this problem, similar to a manual transmission, an actuator that uses a mechanical clutch that utilizes frictional force to prevent the transmission efficiency of drive torque from being reduced and that automatically connects and disconnects the mechanical clutch Has been proposed so that a shift operation can be performed without stepping on a clutch pedal.

By the way, when an automatic transmission is used,
In some cases, the driver himself / herself wants to select the shift disengagement while the vehicle is running. For example, when targeting at the time of starting or traveling on a slope, automatic transmissions tend to select the gear position after observing the accelerator pedal depression amount and changes in the engine speed and vehicle speed with respect to the pedal depression amount. The time required to complete the gear engagement control in which the gear position is selected and the gear ratio is obtained according to the gear position is lengthened. In such a case, the driver himself / herself selects the gear position, thereby shortening the time until the gear position is selected and shortening the time until the gear engagement control corresponding to the selected gear position is completed. It is possible to try.

Therefore, a semi-automatic automatic mode in which an automatic shift mode in which a shift can be automatically performed in accordance with a running state of a vehicle and a manual shift mode in which a shift can be performed in accordance with a shift position selected by a driver can be selected. A transmission has been proposed (for example, Japanese Patent Publication No. 5-53470).

[0010] The above publication discloses that when the manual shift mode is selected, the shift switching direction of the manually selected change lever selected by the driver and the number of displacements in which the change lever is repeated in a predetermined direction from the center position within a predetermined time. And the repetition of displacement of the change lever in a predetermined direction is regarded as one continuous shift change selected by the driver, and is selected from the gear meshing position at the present stage. The gear ratio of the transmission is determined so as to directly shift to the gear position corresponding to the gear position.

According to such a configuration, the driver himself / herself
The required gear position is determined based on the running state, and the gear position determined by the number of times of operation of the change lever in a predetermined time can be regarded as one shift change and can be directly shifted to the gear position corresponding to the gear position.

In the automatic shift mode, when the vehicle is traveling at a low speed, a shift shock generated when the clutch is disengaged or connected is remarkable, and a clutch disengagement for finely adjusting the clutch pressure in order to prevent the engine from easily stopping. The structure and control of the contact actuator are complicated.

On the other hand, in the automatic shift mode, the automatic shift can be performed even when the vehicle is traveling at a low speed, so that the number of clutch pedal operations by the driver can be reduced. It is desired to reduce the burden.

Therefore, in the automatic shift mode, it is conceivable to operate the clutch only at the time of starting and stopping, and to automate other shift operations.

[0015]

However, once the vehicle is started in the automatic transmission mode, there is no need to perform a clutch operation other than when the vehicle is stopped. If the clutch operation is neglected when stopping the vehicle, an engine stall may occur. .

Therefore, in the automatic transmission mode, it is conceivable that the clutch is automatically switched to the disengaged state when the following condition is satisfied so that the clutch can be disengaged.

(1) The vehicle speed is equal to or lower than a specified value. (2) The engine speed is equal to or lower than a specified value. (3) The brake is operated. Set to 7th speed, etc. and not in neutral position When the above conditions are satisfied, the clutch is automatically disengaged. However, if the gear set at that time is maintained, the clutch is temporarily disengaged. If the operation of the contact actuator is not appropriate and the clutch is engaged, an engine stall may occur or an unexpected impact may occur in the vehicle.

Accordingly, a first object of the present invention is to provide a structure in which the clutch can be automatically disengaged in view of the above-mentioned problems in the conventional transmission, and to identify the state when the clutch is disengaged. SUMMARY OF THE INVENTION It is an object of the present invention to provide a transmission having a configuration that can be used.

A second object of the present invention is to make it possible to identify the state of a clutch that has been automatically disengaged after a lapse of a predetermined time, and to be able to identify the state of the clutch without depending on the driver's intention. It is an object of the present invention to provide a transmission having a configuration capable of preventing the vehicle from starting even when the transmission is connected.

[0020]

To achieve Means for Solving the Problems] This object, a first aspect of the present invention, a clutch mechanism which is connected to the output shaft of the engine, the clutch actuator disengaging the engaging and disengaging drive the clutch mechanism A transmission having a gear mechanism capable of changing the rotational speed of the transmission by a drive torque input from the engine via the clutch mechanism at a plurality of speeds; and a speed selection means for selecting the speed of the transmission
To the gear selected by the gear selector.
And a speed change device for changing the gear position.
Vehicle stop state detection to determine whether the vehicle is stopped
And an operation for determining whether the driver is in a driving state.
The rolling state detection means and the vehicle stop state detection means
If it is determined that the vehicle is in a stopped state, the clutch machine
Actuator for clutch connection and disconnection so that the structure is disconnected
Clutch control means for controlling the vehicle, and the vehicle stopped state
If the detection means determines that the vehicle is in a stopped state
In both cases, the driving condition is detected by the driver
And a warning means for warning a driver that the clutch mechanism is in a disconnected state when it is determined that the clutch mechanism is not in a disconnected state.

[0021] According to a second aspect of the invention, a clutch mechanism which is connected to the output shaft of the engine, and the clutch actuator disengaging the engaging and disengaging drive the clutch mechanism, is input from the engine via the clutch mechanism Transmission having a gear mechanism capable of shifting the rotation speed by a plurality of speeds by a driving torque, a speed selection means for selecting a speed of the transmission, and a speed selected by the speed selection means And a gear position switching means for switching to a gear position changeover means. The vehicle stop state detection means for determining a stop state of the vehicle, a gear position detection means for detecting a gear position of the transmission, and the vehicle stop state detection means Just before the vehicle stops
If it is determined that the state or completely stopped, a clutch control means for the clutch mechanism to control the clutch disengaging actuator so that disconnection state, the upper
The gear shift means is controlled by the clutch control means.
With the clutch mechanism disengaged, stop the vehicle
The stop state detecting means determines that the vehicle is in the state just before stopping.
When the speed is set,
The gear is shifted to the optimal gear selected according to the traveling state,
The vehicle is stopped completely by the vehicle stop state detecting means.
When it is determined that the starting gear is selected, the transmission is shifted to the starting gear .

According to a third aspect of the present invention, in the transmission according to the second aspect, the clutch control means controls the clutch.
When the clutch mechanism is disconnected, the clutch mechanism is disconnected.
Warning means for warning the driver that the vehicle is
It is characterized in that there.

[0023]

[0024]

[0025]

[0026]

BRIEF DESCRIPTION OF THE DRAWINGS FIG.

FIG. 1 is a block diagram for explaining the overall configuration of a semi-automatic automatic transmission which is a transmission according to the present invention.

Referring to FIG. 1, a semi-automatic automatic transmission according to this embodiment includes an engine 1 and a clutch mechanism 2 attached to an output section of the engine 1.
The transmission main body 3 and control means (hereinafter, referred to as a semi-automatic T / M control unit) 11 for the transmission main body 3 constitute a main part.

The engine 1 shown in this embodiment is a diesel engine, and is provided with an electronic control governor 1A for adjusting and controlling a fuel supply amount. The electronic governor 1A includes a control means. The operation of the electronic governor control unit 12 is controlled.

The clutch mechanism 2 is provided with a clutch booster 2A which corresponds to a speed changeover means and functions as a clutch actuator. The clutch booster 2A is provided with a semi-automatic T / M control unit 1A.
The clutch mechanism 2 can be driven to connect and disconnect according to the state of air supply from the air tank 31 controlled by the control unit 1.

In the case of the present embodiment, the transmission body 3
A gear shift unit (GSU) as a gear shift actuator controlled by a semi-automatic T / M control unit 11 is provided with gears corresponding to each of the first and second reverse speeds.
Switched by 3A. Gear shift unit (GS
U) 3A is provided with a transmission gear sensor (not shown) composed of a position sensor for detecting a gear position, and detects a position of a meshed gear to generate a gear position signal. The data is output to the semi-automatic T / M control unit 11.

Semi-automatic T / M control unit 1
1 is provided with a remote controller 11A for manual shifting and a remote controller 11B for automatic shifting.

Semi-automatic T / M control unit 1
1 includes a change lever unit 4 as a shift operation means corresponding to a shift operation means, a vehicle speed sensor 21, a clutch stroke sensor (not shown) for detecting that the clutch pedal 6 is depressed, and a transmission gear sensor (not shown). Brake detection means 70, which is constituted by a clutch rotation speed sensor 22, and a stop lamp switch for turning on a stop lamp by detecting when the brake is depressed or when the air supply pressure to the brake is the brake operating pressure. Connected to input side.

In this embodiment, the brake device is an ABS that can prevent the wheels from spinning when the brakes are actuated.
(Anti-lock brake system) and an ASR (Anti-Spin Regulator) for suppressing the slip of the driving wheels at the time of starting or accelerating to secure a stable driving force. The signal is output to the M control unit 11.

Semi-automatic T / M control unit 1
The output side of 1 is connected to the emergency switch 23, the display unit 13, a switching buzzer 13A for generating a signal sound (beep) when switching the gear mode, and an alarm buzzer 14. Semi-auto T /
An electronic governor control unit 12 is connected to the M control unit 11 so that engine speed control during gear shifting is performed.

The electronic governor control unit 12 is connected with an accelerator pedal depression amount sensor 24 and an engine speed sensor 25 on the input side, and the electronic governor 1A on the output side.
Is connected. The accelerator depression amount sensor 24 is attached to the accelerator pedal 7 and outputs a signal corresponding to the depression amount.

The change lever unit 4 is provided with a change lever 4A operated by a driver. The change lever 4A has a structure that can be operated with a relatively short stroke as shown in FIG. .

As shown in FIG. 3, the change lever 4A can move in a parallel shift direction and a select direction orthogonal to these shift directions, and the shift pattern in each of these directions can be shifted in one of the shift directions. And N
(Neutral), R (reverse), and D (drive) corresponding to the automatic shift mode are set, and in the other shift direction, the shift lever 4A is moved from the D (drive) position to the select direction in the select direction. UP across M (manual) corresponding to the set manual shift mode
An I-type shift pattern in which (shift up) and DOWN (shift down) are set is set.

The change lever 4A located at the N position, the R position, and the D position in the above-described shift pattern is held at that position and stopped even if the driver's hand leaves after the operation to that position. On the other hand, when the M position is selected and then operated to the UP position or the DOWN position,
When the driver's hand is released after the operation, the driver automatically returns to the M position and is held at that position (in FIG. 3, it is assumed that the change lever 4A is held at this position). Is indicated as Hold). The detection of each position of the change lever 4A is performed by a switching signal detecting means including a position sensor (not shown).

In the manual shift mode, the change lever 4
In response to the operation of A, the gear shift unit 3A is remotely operated via the remote controller 11A for manual shifting of the semi-automatic T / M control unit 11. Therefore, the driver only needs to apply an extremely small operating force when operating the change lever 4A. The gear shift unit 3A, which is remotely controlled, is configured to perform gear engagement control by the action of an actuator using air pressure or hydraulic pressure. This will be described in detail later.

In the automatic shifting mode, the semi-automatic T / M
Remote control unit 11 for automatic transmission of control unit 11
B, the gear shift unit 3A and the clutch booster 2A are remotely operated, and furthermore, the electronic governor 1A is remotely operated via the electronic governor 1A control unit 12, so that the engine rotation on the engine 1 side corresponding to the gear shift for shifting. A number of controls are performed.

In the case of this embodiment, an automatic shift mode using two to seven shift speeds is executed except when a clutch connection operation is performed at the time of starting.

In such an automatic transmission mode, the burden required for the driver to operate the clutch is reduced by eliminating the frequent clutch operation by the driver at a high speed where the clutch can be connected and disconnected only by relatively simple on / off control. On the other hand, the clutch booster 2A related to the clutch operation at a low speed where a delicate clutch operation is required so as not to cause the engine stoppage
This makes it possible to prevent the structural complexity and control complexity of the device from being increased.

Semi-automatic T / M control unit 1
The remote control unit 11B for automatic transmission includes a vehicle stop state detecting means 50 for detecting that the vehicle has been stopped, and a clutch control means 60 for controlling the clutch booster 2A to disconnect and connect the clutch 2 when the vehicle is stopped. Are connected, and the connection / disconnection control of the clutch 2 and the accelerator operation and the gear shift control in the automatic shift mode are performed.

The change lever unit 4 is provided with a change lever 4A operated by a driver. The change lever 4A has a structure that can be operated with a relatively short stroke as shown in FIG. .

As shown in FIG. 3, the change lever 4A can move in parallel shift directions and a select direction orthogonal to these shift directions, and the shift pattern in each of these directions can be shifted in one shift direction. And N
(Neutral), R (reverse), and D (drive) corresponding to the automatic shift mode are set, and in the other shift direction, the shift lever 4A is moved from the D (drive) position to the select direction in the select direction. UP across M (manual) corresponding to the set manual shift mode
An I-type shift pattern in which (shift up) and DOWN (shift down) are set is set.

The change lever 4A located at the N position, the R position, and the D position in the above-described shift pattern is held at that position and stopped even if the driver's hand leaves after the operation to that position. On the other hand, when the M position is selected and then operated to the UP position or the DOWN position,
When the driver's hand is released after the operation, the driver automatically returns to the M position and is held at that position (in FIG. 3, it is assumed that the change lever 4A is held at this position). Is indicated as Hold). The detection of each position of the change lever 4A is performed by a switching signal detecting means including a position sensor (not shown).

In the manual shift mode, the change lever 4
In response to the operation of A, the gear shift unit 3A is remotely operated via the remote controller 11A for manual shifting of the semi-automatic T / M control unit 11. Therefore, the driver only needs to apply an extremely small operating force when operating the change lever 4A. The gear shift unit 3A, which is remotely controlled, is configured to perform gear engagement control by the action of an actuator using air pressure or hydraulic pressure. This will be described in detail later.

In the automatic shifting mode, the semi-automatic T / M
Remote control unit 11 for automatic transmission of control unit 11
B, the gear shift unit 3A and the clutch booster 2A are remotely operated, and furthermore, the electronic governor 1A is remotely operated via the electronic governor 1A control unit 12, so that the engine rotation on the engine 1 side corresponding to the gear shift for shifting. A number of controls are performed.

In the case of this embodiment, an automatic shift mode using two to seven shift speeds is executed except when a clutch connection operation is performed at the time of starting.

In such an automatic speed change mode, the frequent clutch operation by the driver is eliminated at a high speed where the clutch can be connected and disconnected only by relatively simple on / off control, thereby reducing the load required for the driver to operate the clutch. On the other hand, the clutch booster 2A related to the clutch operation at a low speed where a delicate clutch operation is required so as not to cause the engine stoppage
This makes it possible to prevent the structural complexity and control complexity of the device from being increased.

Semi-automatic T / M control unit 1
The remote control unit 11B for automatic transmission includes a vehicle stop state detecting means 50 for detecting that the vehicle has been stopped, and a clutch control means 60 for controlling the clutch booster 2A to disconnect and connect the clutch 2 when the vehicle is stopped. Are connected, and the connection / disconnection control of the clutch 2 and the accelerator operation and the gear shift control in the automatic shift mode are performed.

The vehicle stop state detecting means 50 is connected to a vehicle speed sensor 21, a clutch rotational speed sensor 22, and a brake operation detecting means 70. Based on information from these sensors and the detecting means, the vehicle stops. Is detected. Conditions for determining that the vehicle is in a stopped state include a case where the clutch rotation speed is equal to or less than a predetermined value determined to be, for example, 600 rpm, or a case where the brake is operated and the vehicle speed is, for example, 30.
A case where the value is equal to or less than a specified value determined in km / h is used.

The clutch control means 60 disconnects the connection of the clutch mechanism 2 to the disconnected state when the signal from the vehicle stop state detecting means 50 detects that the vehicle is stopped or immediately before the stop. The clutch booster 2A is controlled for switching. Further, the clutch control means 60 keeps the clutch mechanism in the disengaged state for a predetermined time when the vehicle is stopped.

Further, the engine load detecting means 90 is connected to the semi-automatic T / M control unit 11.

The engine load detecting means 90 includes an accelerator depression amount detection sensor 24 for detecting an accelerator depression amount, an engine speed sensor 25, and a transmission gear sensor (not shown) for detecting a gear position in the gear shift 3A. The load state of the engine is detected based on the accelerator opening and the engine speed.

Semi-automatic T / M control unit 1
In 1, the automatic transmission remote control unit 11B sets a target shift speed to be shifted by a signal from the engine load detection means 90. Further, when the vehicle is in a stop state, the automatic transmission remote control unit 11B responds to the vehicle speed information and the information from the engine load detection unit 90 after the disengagement state setting of the clutch mechanism 2 set by the clutch control unit 60 is completed. In such a case, an optimal gear is set, and a shift operation to the gear is performed. The automatic shift control and the clutch disconnection control will be described later in detail.

Semi-automatic T / M control unit 1
1 includes an operating state detecting means 9 in addition to the above detecting means.
1 is connected.

The operating state detecting means 91 is for detecting that the driver is not in the operating state when the clutch 2 is automatically disengaged by the clutch control means 60. And a sonar that can detect the presence of a driver in a seated state and in a driving posture. The door open / close switch outputs a detection signal when the door is opened, and the seat sensor outputs a detection signal when the driver is not seated on the seat. Further, the sonar does not output a detection signal when it is possible to recognize the presence of the driver when sitting and in the driving posture, and cannot recognize the presence of the driver who should be in the driving posture by sitting and not in the driving posture. Sometimes, a detection signal is output. As a case where the detection signal is output when the sonar is used, there is a case where the driver falls asleep while sitting down and is not in the driving posture.

Semi-automatic T / M control unit 1
In 1, when it is detected from the signals from the vehicle stop state detecting means 50 and the driving state detecting means 91 that the vehicle is in a stopped state, the clutch control means 60 automatically switches the clutch mechanism 2 to the disconnected state. When it is detected that the driver is not in the driving state when the clutch mechanism 2 is set to the disengaged state, an alarm is given by the alarm buzzer 14 to indicate that state.

Further, in the semi-automatic T / M control unit 11, after a predetermined time has elapsed since the clutch mechanism 2 was switched to the disengaged state, an alarm was issued, and after the gear position in the gear shift mechanism 3A was switched to the neutral position, the clutch was switched off. Engagement prevents the clutch from engaging and starting when the driver is not in a driving state. This control will be described later.

The display unit 13 is composed of one to seven stages.
A display unit for displaying the current gear position among the gears, R, and N, and an indicator lamp for displaying the automatic gear shift mode are provided. The display contents on the display unit and the lighting state of the indicator lamp are provided. Thereby, it is possible to determine that the driver is in the current gear position and the automatic shift mode.

The alarm buzzer 14 is activated when the gear is already set to the highest gear (the seventh gear) when upshifting, or when the gear is already set to the lowest gear (first gear) when downshifting. An alarm sound is generated when there is a risk of overrun at times, or when there is a risk of stopping the engine after a shift change, and when the clutch is automatically disengaged.

FIG. 4 shows the configuration of an air line system and a hydraulic line system for driving the gear shift unit 3A and the clutch booster 2A.

In FIG. 4, reference numeral 31 denotes a main air tank, which is provided with an emergency tank 31C. Reference numeral 31A denotes a sub air tank, which includes a brake tank and a wet tank. Symbol 31B
Is a sub tank of the brake tank.

Reference numeral 32 denotes an air pipe (air hose), reference numeral 33 denotes a check valve, reference numeral 34 denotes a double check valve, and reference numerals 35A to 35C denote low air pressure switches.

Reference numerals 36A to 36D denote electromagnetic three-way valves. In FIG.
P, the valve 36C is indicated as MVR, and the valve 36D is indicated as MVW. Reference numerals 36E and 36F are electromagnetic valves,
Among them, the valve 36E is for supplying air, and is indicated as MVX in FIG. Also,
The valve 36F is for bleeding air.
Is displayed as MVY.

The electromagnetic valves 36B to 36F are all driven and controlled by the semi-automatic T / M control unit 11.

The electromagnetic three-way valve 36B is for switching the use state of the main tank 31 and the emergency tank 31C.
1 is used to use the air pressure from the emergency tank 31C in an emergency state where the main tank 31 does not operate normally.

The electromagnetic three-way valve 36C is for switching the shift force in the gear shift unit 3A. When the shift force, which is the normal state, is not large, the discharge state is set. The communication state is established.

The clutch 2 is disengaged when air pressure is supplied to the clutch booster 2A.
When the air pressure is removed, the clutch is brought into the engaged state. The supply state of the air pressure to the clutch booster 2A is controlled by an electromagnetic valve 36E and an electromagnetic two-way valve 36F.
When the way valve 36E is operated, air pressure is supplied to the clutch booster 2A to disengage the clutch 2. When the electromagnetic two-way valve 36F is operated, the air pressure to the clutch booster 2A is increased. When the clutch 2 is removed, the clutch 2 is brought into the engaged state.

The electromagnetic three-way valve 36D is a clutch booster 2A using electromagnetic three-way valves 36E and 36F via the semi-automatic T / M control unit 11.
This is for switching the clutch 2 to the engaged state in an emergency where the clutch 2 is disconnected when the drive system or the control system is stopped due to a failure or the like. State, and in an emergency, a discharge state in which the air pressure of the clutch booster 2A is removed.

In FIG. 4, reference numeral 37A is a low-pressure reducing valve, and reference numeral 37B is a high-pressure reducing valve.

In FIG. 4, reference numeral 38 denotes a relay valve.
It is connected to an air hose 32 that supplies air pressure from 1A to the clutch booster 2A. The relay valve 38 is connected via the oil passage 41 to the master cylinder 6A that operates according to the depression state of the clutch pedal 6, and when the clutch pedal 6 is not depressed, air is supplied to the clutch booster 2A. The discharge state to discharge the pressure is set,
When the clutch pedal 6 is depressed, a supply state for supplying air pressure to the clutch booster 2A is set.
In the air pressure supply state, the clutch 2 is set to the disconnected state. In FIG. 4, reference numeral 39 denotes an air dryer.

In the gear shift unit 3A described above,
Although not shown, for example, six electromagnetic valves MVA to MVF are provided, and the opening and closing state of these electromagnetic valves is controlled by a control signal from the semi-automatic T / M control unit 11, and according to the opening and closing state. The meshing state of the gear mechanism can be switched. The position of the engaged gear in the gear shift unit 3A is detected by the transmission gear sensor described above, and the detection signal is output to the semi-automatic T / M control unit 11. The control unit 11 determines a running state and a stopped state of the vehicle.

The running state in this case corresponds to the forward running state, and the backward state is included in the stopped state. The running state and the stopped state of the vehicle are determined, for example, by comparing the vehicle speed detection value from the vehicle speed sensor 21 with a preset threshold value (extremely low vehicle speed value), and when the detected vehicle speed value is smaller than the threshold value. Is determined as a stopped state. Therefore, the determination of the traveling state corresponds to the case where the detected vehicle speed is higher than the threshold value.

When the vehicle is at a standstill, the clutch pedal 6 is depressed to output an ON signal from the clutch stroke sensor, and when the change lever 4A is operated to operate from the N position to the R position, semi-automatic operation is performed. An operation signal is output from the T / M control unit 11 to a corresponding one of the electromagnetic valves (MVA to MVF) of the gear shift unit 3A. As a result, the meshing state of the transmission main body 3 with the gear mechanism is switched to the R position.

The change of the gear position to the R position is as follows.
The gear mesh position corresponding to the gear stage actually selected and the gear mesh position corresponding to the command gear stage output from the semi-automatic T / M control unit 11 are electrically compared, and both gear stages are compared. It is determined that the process has been completed when the values match. Therefore, when the selected gear position matches the commanded gear position, it can be determined that the shift operation has been completed.

When the change lever 4A is operated from the N position to the D position when the clutch pedal 6 is depressed while the vehicle is stopped, the start shift (second speed in this embodiment) is performed according to the shift map. It is shifted. When the change lever 4A is operated from the M position to the UP position following this state, a shift command signal by the change lever 4A is output to the semi-auto T / M control unit 11, so that the semi-auto T / M
From the M control unit 11 to the electromagnetic valve (MVA ~
An operation signal is output to the corresponding electromagnetic valve in MVF), and the meshing state of the gear mechanism of the transmission main body 3 is switched to the third speed position.

When the change lever 4A is operated from the N position to the DOWN position through the M position while the clutch pedal 6 is being depressed in a stopped state of the vehicle, the shift command signal from the change lever 4A is transmitted to the semi-automatic T / M control unit 11
, An operation signal is output from the semi-automatic T / M control unit 11 to the corresponding one of the electromagnetic valves (MVA to MVF), and the transmission body 3
Is switched to the first speed position.

While the change lever 4A is operated to select the R position and the first, second, and third shift speeds,
Before the shift operation is completed, the change lever 4A
Upon returning to the position, the meshing state of the transmission main body 3 with the gear mechanism is switched to the N (neutral) state. Further, even when the change lever 4A is operated from the R position or the M position to the N position, the meshing state of the gear mechanism of the transmission main body 3 can be switched to the N (neutral) state.

When the shift operation is completed at the starting gear,
The driver starts by operating the accelerator pedal and the clutch pedal. In the case of the present embodiment, subsequent operation of the clutch pedal is unnecessary.

In the traveling state of the vehicle (forward traveling state), the shifting operation of the transmission body 3 to the R position is prohibited. Therefore, in the semi-automatic T / M control unit 11, when the shift signal is input when the clutch pedal 6 is depressed and the change lever 4A is operated from the N position to the R position when the vehicle is traveling, the vehicle is traveling. Assuming that there is, a shift command is not issued, and an operation signal is output to the alarm buzzer 14 to issue an alarm.

Semi-automatic T / M control unit 1
In 1, when the change lever 4A is operated from the M position to the UP position or the DOWN position while the vehicle is running, the current shift speed is set to the highest shift speed or the lowest shift speed except in the neutral position at the M position. Only when the shift is not performed, the gear is shifted up or down by one gear toward the gear corresponding to the operation direction of the change lever 4A, and the set value of the electromagnetic valves (MVA to MVF) of the gear shift unit 3A is set. An operation signal is output to the electromagnetic valve corresponding to the shift speed, and the meshing state of the gear mechanism of the transmission main body 3 is switched.

Semi-automatic T / M control unit 1
In 1, a synchro load on the transmission main body 3 is determined based on a vehicle speed signal, a clutch rotation speed signal, and a shift speed to be shifted. (When switching to high speed), the electromagnetic three-way valve 36C is controlled to be in a communicating state to switch the reducing valve from the low-pressure reducing valve 37A to the high-pressure reducing valve 37B, and to perform a shift operation in the gear shift unit 3A. The shift operation force is raised by increasing the air supply pressure for use in the vehicle.

On the other hand, the automatic shift mode is executed by setting the position of the change lever 4A to the D position.

In order to execute the automatic shift mode, the semi-automatic T / M control unit 11 sets an optimum shift stage (target shift stage) in accordance with the depression amount of the accelerator pedal 6, and sets the actual shift stage and the target shift stage. Are different from each other, the electromagnetic valve 36E (M
VX) and 36F (MVY) are controlled, and the electronic governor 1A is controlled via the electronic governor control unit 12 to control the operation of the engine.

The processing in the automatic transmission mode is as follows.

(1) First, accelerator return control is performed. This is a process of returning the accelerator regardless of the amount of depression of the accelerator pedal, and interrupts the output of the operation signal to the electronic governor 1A according to the amount of depression of the accelerator pedal 6 that has been executed in the electronic governor control unit 12. Regardless of the depression amount, an operation signal for the electronic governor 1A is output by an accelerator return signal from the semi-automatic T / M control unit 11, and the rotation speed of the engine 1 is reduced when the depression of the accelerator pedal 6 is released. Return to

(2) When the accelerator returns, the clutch mechanism 2
Is cut off. When the electronic governor 1A is set to a state corresponding to when the accelerator is returned by operation, a signal indicating this state is output from the electronic governor control unit 12 to the semi-automatic T / M control unit 11. In the semi-automatic T / M control unit 11,
When this signal is input, an operation signal is output to the electromagnetic valve 36E, the air pressure is supplied to the clutch booster 2A by the electromagnetic valve 36E, the clutch mechanism 2 is switched to the disengaged state, and the clutch mechanism 2 is disconnected.

(3) When the clutch mechanism 2 is disengaged, the gear is returned to neutral. When the clutch mechanism 2 is disengaged,
A signal indicating the state is output to the semi-automatic T / M control unit 11. Semi-auto T / M
When this signal is input to the control unit 11, the electromagnetic valves (MVA to MVA) of the gear shift unit 3A are
VF), an operation signal is output to a predetermined electromagnetic valve, and the meshing state of the gear mechanism of the transmission main body 3 is switched to the neutral state.

(4) The gear is shifted to the target shift speed. In this case, the electromagnetic valves (MVA to MVA) of the gear shift unit 3A from the semi-automatic T / M control unit 11
VF), an operation signal is output to a predetermined electromagnetic valve, and the meshing state of the gear mechanism of the transmission main body 3 is shifted to the target shift speed. The shift operation includes a gear disengagement operation and a gear engagement operation as described in the manual shift mode.

(5) When the shift to the target shift speed is completed, the engine 1 is controlled so that the rotational speed difference between the input and output of the clutch mechanism 2 is within a predetermined value based on the target shift speed and the vehicle speed.
Is controlled by the electronic governor control unit 12.

(6) When the engine speed is controlled to a predetermined speed, the clutch mechanism 2 is switched to the engaged state. At this time, the semi-automatic T / M control unit 11 determines completion of the shift operation to the target shift speed by inputting the detection signal from the transmission gear sensor as described above, and the electronic governor control unit 12 , Engine speed sensor 2
By inputting the detection signal of the actual engine speed from 2, it is determined whether or not the actual engine speed has come within a certain range with respect to the target engine speed. The electronic governor control unit 12 inputs a detection signal to the semi-automatic T / M control unit 11 when detecting that the actual engine speed is approaching a certain range with respect to the target engine speed. In the semi-automatic T / M control unit 11, when this signal is input, a signal for operating the electromagnetic valve 36F is output, and the air pressure of the clutch booster 2A is removed via the electromagnetic valve 36F to activate the clutch mechanism 2. Switch to the joined state and connect.

(7) When the switching of the clutch mechanism 2 to the engaged state is completed and the clutch mechanism 2 is completely connected, the accelerator adjustment is switched to the adjustment control corresponding to the depression amount of the accelerator pedal 6 at the present stage. Can be In the semi-automatic T / M control unit 11, when a signal that is output from the clutch stroke sensor and detects the completion of clutch engagement is input, the output of the virtual accelerator depression amount signal is terminated. In addition, the electronic governor control unit 12 returns to the normal control state in which the electronic governor 1A is controlled based on the depression amount signal corresponding to the depression amount of the accelerator pedal to adjust the output state of the engine 1.

The emergency switch indicated by reference numeral 23 in FIG. 1 is provided for the case where the semi-automatic T / M control unit 11 is out of order, and is provided with the change lever 4A.
This is a switch for switching to a direct operation mode, which means a case where the shift signal is directly output to the gear shift unit 3A without passing through the semi-automatic T / M control unit 11.

In the above-mentioned automatic shift mode, the vehicle stop state detecting means 5 prevents the engine from stalling when the vehicle stops.
0 and the clutch control means 60, the clutch mechanism 2
Is switched to a disconnected state (disconnected state).

Vehicle speed sensor 21, clutch rotational speed sensor 2
2 and the information from the brake operation detecting means 70, the clutch rotational speed is set to a specified value (for example, 600 rpm).
If the vehicle speed is lower than the specified value (30 km / h), the vehicle stop state detecting means 50 outputs a signal for detecting that the vehicle is stopped to a semi-automatic T / M. Output to the control unit 11. The stopped state of the vehicle in this case includes a state where the vehicle speed is gradually reduced and the vehicle is likely to stop, in addition to a state where the vehicle is completely stopped.

Semi-automatic T / M control unit 1
In 1, when the signal from the vehicle stop state detecting means 50 is input, an operation signal is output to the clutch control means 60.

The clutch control means 60 controls the switching of the clutch to the disengaged state. Clutch control means 60
In the same manner as in the process described in (2), an operation signal is output to the electromagnetic valve 36E to operate the electromagnetic valve 36E, and the air pressure is supplied to the clutch booster 2A to put the clutch mechanism 2 into the disconnected state. At this time, the alarm buzzer 14 is operated to automatically notify that the clutch has been disengaged.

On the other hand, if the vehicle is completely stopped, the gear position is set to the second speed. In the case where seven forward speeds are provided as in the present embodiment, the first speed is set to a lower gear ratio than the gear ratio used for starting. Is selected when is full. For this reason, when the vehicle is completely stopped while the automatic shift mode is being executed, the speed is set to the second speed, which is the shift speed for starting.

When the clutch is set in the disengaged state,
When a predetermined time (e.g., 5 minutes) has elapsed after the clutch is completely disengaged, the gear shift unit 3A is switched to the neutral state. When the switch to the neutral state is confirmed by a signal from the transmission gear sensor,
The clutch is switched to the engaged state. In this case, the driver does not intend to start for a while, and the gear mechanism is shifted to neutral. Further, after a lapse of a predetermined time or more from the completion of the clutch disengagement, the alarm buzzer 14 may be operated, and then the gear shift unit 3A may be switched to the neutral state.

When the driver depresses the clutch pedal 6 while the gear mechanism of the transmission body 3 is shifted to the target gear and the clutch is held in the disengaged state, the shift to the target gear based on the map is performed. Then, the disengaged state of the clutch is released, and the clutch is disengaged by the driver's intention. When the driver releases the clutch pedal 6, the vehicle can be started. In this embodiment, the clutch disengagement control is started after the vehicle stop condition is satisfied, and even if the vehicle stop condition described above is not satisfied before the clutch disengagement control is completed, the clutch disengagement operation is forcibly performed once. It is designed to be completed.
Further, during the operation of the above-described ABS and ASR, the connection / disconnection control of the clutch is not performed. This is AB
This is because the operation of S or ASR is a one-sided control operation in the control system of ABS and ASR without depending on the driver's intention, so that the control operation is prioritized. Thus, it is possible to prevent frequent clutch connection / disconnection control from being performed in accordance with the operation states of the ABS and ASR, and to prevent the control operation from becoming complicated and the durability of the clutch mechanism from being deteriorated.

Since the present embodiment is configured as described above,
Except in an emergency, the operation will be described with reference to flowcharts showing the operation of the control system shown in FIG. 1 as shown in FIGS.

FIG. 5 shows a main routine of control executed in the transmission according to the present invention. In the figure, first, initialization (initialization) for setting the running state of the vehicle is executed (S1). In this process, the initial value is the semi-automatic T / M control unit 1
Set to 1.

When the ignition key is operated to the ACC (accessory) position, a subroutine for the case where the ignition key is operated to that position is executed (S2). In this routine, although not shown in detail, a process of displaying the current gear position, a process of determining whether the gear position is at the neutral position, and a process of displaying the determination result are respectively performed.

When the ignition key is operated to the start position, a start process is executed (S3), and the vehicle speed is reduced to a predetermined value (3).
0 km / h) or less (S
4).

At step S4, if the vehicle speed is equal to or higher than the predetermined value, a shift process described later is executed (S5).
If the vehicle speed is equal to or lower than the predetermined value, it is determined based on the rotation speed information from the clutch rotation speed sensor 22 whether or not the clutch rotation speed is equal to or lower than the predetermined value (600 rpm) (S6).

In step S6, if the clutch rotation speed is equal to or more than the predetermined value, it is determined whether the clutch mechanism 2 is disengaged (S7), and if the clutch mechanism 2 is disengaged. The gear change process (S
The process proceeds to 5), and if the cutting operation has not been performed, the process proceeds to stop processing (S8). The stop processing is performed when the clutch rotation speed is equal to or less than a predetermined value and when the clutch disengagement operation is not performed. The content of the processing will be described later. Will be In FIG. 5, reference numeral S9 is a process used at the time of engine stall. When engine stall occurs, a process related to restart of the engine is executed.

FIG. 6 shows the speed change process. In the figure, first, data such as the vehicle speed, the engine speed, the current gear position, and the position of the change lever 4A are read (S1).
01). Next, it is checked whether there is any abnormality in the system (S102), and the gear position is displayed (S103).

In step S104, it is determined whether or not the shift mode is the automatic shift mode by determining whether or not the position of the change lever 4A is at the D position.

When the automatic shift mode is set, a shift map is read (S105), and a target shift speed is read from the accelerator opening and the vehicle speed. In step S106, the target gear and the current gear are compared. If they match, clutch engagement processing (S107) is performed, and if they do not match, the gear is shifted to the target gear (S107).
108).

If the position of the change lever 4A is not at the D position in step S104, step 108
It is determined whether or not the position of the change lever 4A is at the N position. If it is the N position, step S109
It is determined whether the current gear is "N", and "N"
If, the clutch engagement process is performed (S110),
If it is not "N", it shifts to "N" (S111).
In the case other than the N position in Step S108, and if the lever position is other than the R position in Step S112, a manual shift process is performed.

FIG. 7 shows the details of the shift process in step S108.

In the shift process in this case, the processes described in (1) to (7) are executed similarly to the shift process in the automatic shift mode except that the vehicle speed and the amount of depression of the accelerator pedal are not referred to. .

In FIG. 7, the lever position is determined (S
301) When the lever position is the neutral position corresponding to the case where the lever position is at the M position, the electronic governor 1 is controlled by the electronic governor control unit 12 until the engine speed corresponding to the idle signal is set.
A is controlled (S302, S303), an air check of the clutch booster 2A is performed (S304), and a gear disengagement process of switching the clutch mechanism 2 to the disengaged state and releasing the meshing of the gear mechanism in the gear shift unit 3A is performed. Be executed. In conjunction with these processes, the release of the hiking brake and the operation of the power tard for preventing the engine from stopping are performed (S305 to S307).

When the above processing is completed, it is determined whether or not the gear shifting operation has been completed based on whether or not the gear meshing state in the gear mechanism in the gear shift unit 3A has been controlled (S308), and the gear shifting operation has been completed. In this case, the shift flag (SHFLG) is reset to "0", meaning that the shift operation is not being performed (S309).
If it is determined in step S308 that the gear shifting operation has not been completed, the shift flag (SHFLG) is kept set to "1" which means that the shift operation is being performed.

On the other hand, if the shift operation is an upshift, the shift information is determined in step S310 in FIG. 7. If the upshift is an upshift, the state of the clutch mechanism 2 is determined after the air check process (S31).
1).

In step S311, when it is determined from the signal from the clutch stroke sensor (not shown) that the clutch mechanism 2 is in the disconnected state and is disconnected,
In the case of being equal to or less than the updated next target gear, the meshing state is set by the gear mechanism in the gear shift unit 3A so as to correspond to the target gear obtained by adding one gear to the current gear and the gear-engaging operation is started. (S312).

If it is determined in step S311, that the clutch mechanism 2 has not been disengaged, step S3
05 to S307 are executed (S313 to S307).
S315).

Steps S312 and S315
After the processing of (1), it is determined whether or not the engine speed has decreased (S316). If the engine speed has decreased, the exhaust brake is released (S317). If not, the exhaust brake is activated (S318). It moves to step S308.

If it is determined in step S310 that the shift operation is not an upshift, the electromagnetic governor 1A is controlled via the electronic governor control unit 12 so that the current engine speed can be maintained (S31).
8), the depression state of the accelerator pedal 6 is determined (S)
319).

In step S319, the accelerator pedal 6
If it is determined that is not depressed, the electronic governor 1A is controlled via the electronic governor control unit 12 so that the clutch rotational speed corresponds to the current engine rotational speed (S320), and the accelerator pedal 6 is depressed. If it is determined that the engine speed is present, the engine speed obtained by the target stage is obtained by calculation, and the electronic governor 1A is controlled via the electronic governor control unit 12 to make the clutch speed correspond to the engine speed (S32).
1).

Next, after the air check (S304), the same processing as in steps S311 to S315 described above is executed, and the flow shifts to step S308.

In the speed change process shown in FIG. 7, the change lever 4A is moved from the M position to the UP position between the time when the first shift operation is completed and the time when the clutch mechanism 2 is brought into the engaged state and the connecting process is completed. If the operation has been performed a plurality of times, steps S310, S302, S303,
When the processes of S304 and S311 to S318 are performed, and as a result, it is determined in step S308 that the gear-shifting operation has not been completed, the shift flag (SHFLG) remains “1”, and When the meshing state of the corresponding gear is set, the shift flag (SHF
LG) is reset to "0" (S309).

FIG. 8 is a flowchart showing the contents of the stop processing executed in step S8 in FIG. FIG.
Are as follows. FCRFLG: clutch disengagement operation state ("0" is the initial state, "1" is the automatic clutch disengagement completion, "2" is the automatic clutch disengagement execution, "3" is the automatic clutch disengagement completion, and the clutch pedal is being depressed. In FIG. 8, in the stop processing, a self-diagnosis is performed to determine whether there is any abnormality in the system (S401), and initial data is input to the semi-automatic T / M control unit 11. In step S402, the current gear is set to the display 1
3 is displayed, and then it is determined in step S403 whether the vehicle speed is equal to or lower than a specified value (30 km / h).

If the vehicle speed is equal to or higher than the specified value, it is determined whether or not the gear shift at the current gear is completed (S40).
4). When it is determined from the signal from the transmission gear sensor that the gear shift has been completed, the clutch disengagement operation command is released, and the flag (FCRFLG) indicating this operation state is reset to "0" (see FIG. 9). S
405, 406).

When it is determined in step S403 that the vehicle speed is equal to or lower than the specified value, or in step S404.
If it is determined that the gear shift has not been completed, it is determined whether ABS and ASR are operating (S407). If these devices are operating, the process returns as it is. If not, step S40 is performed.
Move to 8.

In the step S408, the flag (FCRF)
LG) is “1” or “3”. If the flag is “1” or “3” and the automatic clutch disengagement operation has been completed, step S450
Then, if it is not "1" or "3", the processing after step S409 is executed.

The process after step S450 is a process for discriminating that the driver is performing the clutch disengagement operation that is performed when the vehicle is in a stopped state.

In step S450, when the clutch disengaging operation is completed and the clutch pedal 6 is depressed, a signal from a door open / close switch which is one of the vehicle stop state detecting means 50 is determined. If it is determined in this step that the door has been opened, the alarm buzzer 14 is activated in step S451. Thus, the driver can automatically recognize that the clutch is disengaged.

On the other hand, if there is no signal from the door open / close switch, it is determined whether or not the time during which the clutch 2 is automatically disengaged has passed a specified time (S452). In this case, it means completion of automatic clutch disengagement (FCR
The time of FLG = 1) is counted.

If the specified time has elapsed, it is determined whether or not the gear shift unit 3A is set to neutral (S453).

In step 454, if the gear mechanism in the gear shift unit 3A is neutral, the alarm buzzer 14 is stopped, and if not, the gear mechanism in the gear shift unit 3A is set to neutral and an alarm is issued. The buzzer 14 is operated (S4
55, S456).

When the alarm buzzer 14 operates, it is determined whether or not the gear mechanism of the gear shift unit 3A has been set to the neutral position (S457). If the setting of the neutral position has been completed, the clutch 2 is switched to the engaged state. The clutch 2 is engaged (S458).

When such a process is executed, when the clutch is automatically disengaged, it is possible to prompt the driver to set the neutral state, and further, the driver sets the neutral state. If not, the state is automatically switched to the neutral state. Thereby, when the clutch disengaging operation is automatically completed, even if the clutch is engaged when the meshing state of the gear mechanism in the gear shift unit 3A is not at the neutral position at that time, an engine stall or an unexpected start operation occurs. Can be prevented.

If it is determined in step S408 that the automatic clutch disengagement operation has not been completed, it is determined in step S409 whether or not the automatic clutch disengagement operation is being performed. In step S418, it is determined whether or not the clutch automatic disengagement operation has been completed. If completed, the flag (FCRFLG) is set to "1" in step S419.
Is set to

If it is determined in step S409 that the automatic clutch disengagement operation is not being performed, then in step S410, the depression of the clutch pedal is determined. In this step, if the clutch pedal is depressed, the process shifts to step S420 to execute the automatic shift.
Are executed.

If it is determined in step S410 that the clutch pedal has not been depressed, the process proceeds to step S410.
The flow shifts to 411, and if the current gear position corresponds to any of the first to seventh speeds, the flow shifts to step S412; otherwise, the flow returns.

In step S412, it is determined whether or not the vehicle speed is approaching zero. If it is determined that the vehicle speed is on the decrease, the process proceeds to step S413, and if it is determined that the vehicle speed is not on the contrary, the process returns. In step S413, the depressed state of the brake pedal is determined. If the step is depressed, the flow shifts to step S414 to issue a clutch disengagement operation command. If not, the process returns.

In the processing after step S414, the clutch disengagement operation control when the vehicle is stopped is executed assuming that the vehicle stop condition at the time of automatic shifting is satisfied. Therefore, in step S414, a clutch disengagement command signal is output, and in step S415, an operation signal is output to the alarm buzzer 14 to notify the driver that the clutch is to be disengaged. Next, step S4
In step 16, the flag (FCRFLG) is set during the execution of the disconnection operation (FCRFLG = 2), and the display of the automatic shift mode is turned off (S417).

In step S418, it is determined whether or not the clutch disengagement operation has been completed. If it has been determined that the operation has been completed, the flag (FCRFLG) is set to the content at the time of completion (FCRFLG = 1). .

If it is determined in step S408 that the disengagement operation of the clutch has been completed, the process proceeds to step S408.
At 450 and S452, processing is performed to determine whether it is necessary to warn the driver that the vehicle is in the automatic disconnection state. If these processings are not required, the process proceeds from step S452 to step S421.

In the step S421, the change lever 4
It is determined whether the position of A is at the M position or not.
If it is determined that the player is in the position, step S4
Move to 22. In step S422, the flag (FC
RFLG) is determined. In this case, the flag (FCRF) is set in step S419 at the time of execution of the previous routine.
LG) is set to “1”, so that step S 43
The process proceeds to 1, and the depression state of the clutch pedal is determined. If the clutch is not depressed in this step, the routine returns.

At step S422, the flag is set to “FC”.
If "RFLG = 3", the flow shifts to step S423 to determine whether or not the vehicle speed is equal to or lower than a specified value.
In step S424, it is determined whether the depression stroke of the clutch pedal has reached a position where the clutch can be completely disengaged. In this step, the routine returns when the vehicle speed is higher than the specified value and when the amount of depression of the clutch pedal has reached a position where the clutch can be disengaged. If the vehicle speed is equal to or less than the specified value and the stroke of the clutch pedal has not reached the position where the clutch can be disengaged, step S
The process moves to 425.

In step S425, a target gear is set based on the shift map (MAP), and in step S426, a shift operation command to the target gear is issued.

If it is determined in step S427 that the shift operation to the target gear has been completed, step S428 is performed.
Then, the command to release the clutch is released. When the clutch is switched to the engaged state, the operation of the alarm buzzer 14 is stopped in step S429, and the operation proceeds to step S43.
At 0, the flag (FCRFLG) is set to the initial state and the routine returns. Thus, when the vehicle stop condition is satisfied, when the clutch pedal 6 is depressed, a shift operation to a predetermined gear is performed, and the vehicle can be started.

On the other hand, if it is determined in step S421 that the position of the change lever 4A is not at the M position, the flow shifts to step S433 shown in FIG. In step S433, it is determined whether or not the change lever 4AS is at the N position. In the case of the N position, the gear position of the gear mechanism is switched to the neutral state in step S434. This state is determined in step S435, and when the switching to the neutral position is completed, the clutch disengagement operation command is released in step S436, the operation of the alarm buzzer 14 is stopped in step S437, and the flag (FCRFLG ) Is set to the initial state. In step S434, the same processing as in step S420 is performed.

If it is determined in step S433 that the position of the change lever 4A is not at the N position, it is determined at step S439 whether the position of the change lever 4A is at the R position. If it is determined that the lever position is at the R position, the depressed state of the clutch pedal 6 is determined in step S440, and if it is determined that the clutch pedal 6 is depressed, the shift control is performed in step S441. You.
If the clutch pedal 6 is not depressed, the routine returns.

When the gear shifting process is executed in step S441, the operation of the alarm buzzer 14 is stopped in step S442, and the flag (F
CRFLG) is set to the initial state.

If it is determined in step S439 that the lever position is not at the R position. Step S
The process proceeds to 444, where shift control to a predetermined shift speed is performed. Next, it is determined in step S445 whether the shift operation by the shift control has been completed, and if it has been completed, in step S446, the depressed state of the clutch pedal 6 is determined. If it is determined in step S446 that the clutch pedal 6 has been depressed, the command to release the clutch is released in step S447, the operation of the alarm buzzer 14 is stopped in step S448, and the flag (FCRFLG) is set in step S449. Is set to the initial state.

The driving state detecting means is not limited to the one described in the present embodiment, but may be any means capable of detecting that the driver is not in the driving state, and is, for example, generally known. A dozing detection device may be used.

In this embodiment, in the automatic transmission mode,
When the vehicle is in a stopped state, the clutch disengagement operation is automatically performed by a detection signal from the vehicle stopped state detecting means 50, so that the burden on the driver for operating the clutch is reduced. be able to.

In addition, when the clutch is automatically disengaged, the driver can be informed of the state, so that the driver can disengage the clutch independently of his own will. Can be recognized in advance.

Further, when the clutch is automatically disengaged, when the driving state detecting means detects that the driver is not in the driving state, an alarm is issued and the gear mechanism in the transmission is automatically activated. The power is not transmitted even if the clutch is engaged, so that unexpected start of the vehicle can be prevented. In addition, by alerting the driver, it is possible to prompt the driver to cancel the starting state.

[0156]

Effect of the Invention] As described above, according to the invention of claim 1 Symbol placement, the vehicle stop state detection means and the operating state when the automatic separation state of the clutch by the clutch actuator the shift is set The detection signal from the detection means can detect that the driver does not perform the driving operation and can warn that the driver is in that state, so that it is recognized that the clutch is disengaged regardless of the driver's own will. It becomes possible to do. Therefore,
Since the driver himself can be prompted to set the gear position to the neutral position, the driver himself can surely prevent unexpected start or engine stall in the event that the clutch is engaged.

According to the second aspect of the present invention, when a predetermined time elapses after the clutch is automatically disengaged ,
It is possible to set the gear mechanism of the speed change device side in the neutral position, even when the clutch is led irrespective of the intention of the driver, ensures that lead to start or engine stall unexpected
It is prevented in.

[Brief description of the drawings]

FIG. 1 is a block diagram for explaining an overall configuration of a transmission according to the first to fifth aspects of the present invention.

FIG. 2 is a perspective view showing an example of a shift operation means used in the transmission shown in FIG.

FIG. 3 is a schematic diagram for explaining a shift position by a speed change operation unit shown in FIG. 2;

FIG. 4 is a schematic diagram for explaining a drive system of a clutch actuator and a gear shift actuator used in the transmission shown in FIG. 1;

FIG. 5 is a flowchart showing a main routine for explaining the operation of the transmission shown in FIG. 1;

FIG. 6 is a flowchart for explaining the content of a shift process of the process shown in FIG. 5;

FIG. 7 is a flowchart for explaining the contents of a part of the processing shown in FIG. 6;

FIG. 8 is a flowchart for explaining the contents of a stop process of the process shown in FIG. 5;

FIG. 9 is a flowchart for explaining a process branched from a part of the routine shown in FIG. 8;

FIG. 10 is a flowchart illustrating a process branched from a part of the routine shown in FIG. 8;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine 1A Electronic governor 2 Clutch 2A Clutch booster 3 Transmission body 3A Gear shift unit 4 Change lever unit 4A Change lever which is a shift operation means 6 Clutch pedal 11 Semi-automatic T / M control unit which is control means 14 Alarm buzzer 50 Vehicle stop state Detecting means 60 Clutch controlling means 91 Operating state detecting means

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI F16H 63/40 B60K 20/00 A // B60K 20/00 F16D 25/14 640S F16H 59:42 59:44 59:50 59: 54 59:56 63:20 (56) References JP-A-4-87841 (JP, A) JP-A-4-327060 (JP, A) JP-A-7-197951 (JP, A) JP-A-62-1979 37240 (JP, A) JP-A-3-200431 (JP, A) JP-A-4-56930 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 61/00-61 / 24 F02D 29/00 B60K 20/00 B60K 41/28

Claims (3)

(57) [Claims] A clutch mechanism connected to an output shaft of the engine; a clutch connecting / disconnecting actuator for connecting / disconnecting the clutch mechanism; and a rotational speed based on a driving torque input from the engine via the clutch mechanism. A transmission having a gear mechanism capable of shifting at a plurality of speeds; a speed selecting means for selecting a speed of the transmission; a speed changing means for switching to a speed selected by the speed selecting means; A vehicle stop state detecting means for determining whether or not the vehicle is in a stopped state; a driving state detecting means for determining whether or not a driver is in a driving state; If the means determines that the vehicle is in a stopped state, the clutch control means controls the clutch connection / disconnection actuator so that the clutch mechanism is disconnected. And the clutch mechanism is in a disengaged state when the vehicle stop state detecting means determines that the vehicle is in a stopped state and the driving state detecting means determines that the driver is not in a driving state. And a warning device for warning a driver of the following. A clutch mechanism connected to an output shaft of the engine; a clutch connecting / disconnecting actuator for connecting / disconnecting the clutch mechanism; and a rotational speed based on a driving torque input from the engine via the clutch mechanism. A transmission having a gear mechanism capable of shifting at a plurality of speeds; a speed selecting means for selecting a speed of the transmission; a speed changing means for switching to a speed selected by the speed selecting means; A vehicle stop state detecting means for determining a stop state of the vehicle; a gear position detecting means for detecting a gear position of the transmission; and a state immediately before the vehicle is stopped by the vehicle stop state detecting means.
Or is determined to be in complete stop state has a clutch control means for the clutch mechanism to control the clutch disengaging actuator so that disconnection state, and the shift speed switching means, the clutch control By means
In the state where the clutch mechanism is disengaged, the vehicle
If the vehicle is in the state immediately before stop by the stop state detection means
If it is determined that the vehicle has been
Shifts to the optimal gear position selected according to the running condition of
The vehicle is completely stopped by the vehicle stop state detection means.
A transmission that shifts to a starting gear when it is determined that there is a transmission. 3. The apparatus according to claim 2, further comprising an alarming means for alerting a driver that said clutch mechanism is in a disengaged state when said clutch control means disengages said clutch mechanism. 3. The transmission according to item 2.