JP3473340B2 - Vehicle speed change control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle, which is suitable for use in a vehicle equipped with an auxiliary transmission.

[0002]

2. Description of the Related Art Conventionally, a manual transmission with an auxiliary transmission has been widely used in vehicles such as a tractor that pulls a trailer, in which the weight (load) varies greatly.
The driving force output from the main transmission is further shifted by the auxiliary transmission to transmit the driving force of the engine to the driving wheels.

Then, for example, at the time of a high load in which a trailer carrying luggage is connected and traveling, the sub-transmission is switched to the low speed side to shift the main transmission, and
When the load is low, such as when traveling only with a tractor (tractor head), the sub-transmission is switched to the high-speed stage to perform the gear shifting operation of the main transmission. On the other hand, conventionally
An automatic mechanical transmission has been developed in which a manual transmission (manual transmission) is provided with an actuator for automatically connecting and disconnecting a clutch so that a shift can be performed without stepping on a clutch pedal.

In such an automatic transmission, a clutch actuator for engaging and disengaging the clutch and a gear shift unit (gear shift actuator) for switching the meshing state of the gear mechanism of the transmission are provided, and the engine is rotated. The number adjustment is performed by an electronic governor in the injection pump, and the operation of the clutch actuator, the gear shift actuator, and the electronic governor is controlled based on the command signal from the shift control means (controller) of the automatic transmission. It is configured to operate.

[0005]

Such a mechanical automatic transmission has already been adopted in large vehicles such as buses and trucks. However, such a mechanical automatic transmission has the tractor as described above. There is a demand to apply the above to the automatic transmission and the like. However, in a vehicle such as a tractor, since the vehicle load (weight) varies greatly depending on the trailer connection state as described above, it is necessary for the driver to switch the auxiliary transmission according to each traveling state, and the automatic transmission function There is a problem that we could not make the most of it.

[0006] For example, when the load is low, such as when traveling only with a tractor (tractor head), the driver needs to switch the auxiliary transmission to the high speed stage side, and the automatic shifting function of automatically performing the shifting operation is provided. There was a problem that we could not fully enjoy it. By the way, JP-A-7-20859
According to Japanese Patent Laid-Open No. 0-1993, in a semi-auto transmission in which a shift order for light load can be selected by a key switch, a shift order for light load can be selected by incorporating a trailer detection switch in a shift selection circuit regardless of the position of the key switch. Such a technique is disclosed.

[0007] However, such a technique is to judge whether the vehicle is in a towed state or a non-towed state when performing a manual shift and select a shift mode of either light load or high load. It was not designed to be able to change the shift pattern according to. The present invention has been devised in view of such problems, and it is possible to change the shift pattern of the transmission according to the load state of the vehicle,
An object is to provide a shift control device for a vehicle.

[0008]

[SUMMARY OF To this end, the shift control equipment of the vehicle of the present invention according to claim 1, response to the running condition of the vehicle
Shift control that automatically switches the gears of the automatic transmission
In a shift control device for a vehicle, the automatic shift
And a main transmission unit that switches between a plurality of shift speeds and the main transmission unit.
A sub-transformer with a high-speed stage and a low-speed stage arranged in series with the speed unit.
A first mode in which the vehicle is in a towed state with a speed unit
And a second mode in which the vehicle is not in a towed state.
A pulling state detecting means, wherein the shift control means
Based on the change of the above-mentioned aspect due to the detection information from the detection means
Change the shift pattern of the automatic transmission so that the vehicle
In the case of the one mode, the auxiliary transmission unit is held at the low speed stage.
While controlling the shift speed of the main transmission unit,
Driving state of the vehicle after the main transmission unit is controlled to the highest speed
It was determined that it is possible to shift to a higher speed according to
In this case, change the shift stage of the auxiliary transmission unit to a high-speed stage.
Is characterized by.

Further, the shift control equipment of the vehicle of the present invention according to claim 2, in the configuration of claim 1 wherein, the speed-change control
And a means for operating the auxiliary transmission unit when the vehicle is in the second mode.
Shifting the gear stage of the main transmission while maintaining the high gear stage
It is characterized by controlling.

Further, the shift control equipment of the vehicle of the present invention according to claim 3, in the structure according to claim 1 or 2,
Change the shift pattern of the automatic transmission that is installed in the cab
Further includes a changeover switch for instructing
The means is for changing the speed change pattern only when the changeover switch is on.
It is characterized by executing a change of turn.

[0011]

[0012]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. First, a vehicle shift control device according to a first embodiment of the present invention will be described. FIG. 1 is a diagram showing an overall configuration thereof, FIG. 2 is a diagram for explaining its control mode, and FIG. 3 is an example of its operation. 4 is a flowchart for explaining

First, the outline of an automatic transmission (AT) to which the present invention is applied will be briefly described. This transmission is used as a tractor capable of traveling by connecting a vehicle such as a trailer (hereinafter simply referred to as a trailer). It is provided. Also,
The transmission itself is a mechanical automatic transmission based on a manual transmission, and has a clutch mechanism like a normal manual transmission. The clutch engagement / disengagement drive and speed change operation (gear shift) are performed by air pressure. When the vehicle is running, the shift speed is switched according to the running state of the vehicle, and when the vehicle is stopped, the clutch is automatically disengaged. . However, the clutch operation by the driver is required only at the time of starting the vehicle. Therefore, this automatic transmission is also called a semi-AT.

As for the shift speed, the optimum shift speed can be selected by fuzzy control according to the vehicle speed, engine load, engine speed, current shift speed, brake operation state, throttle pedal opening, and the like. ing. As the shift position, in addition to the normal D position (or D range), the M position for manual operation (or M position)
Range) is provided. Before and after the M position,
Each is provided with a + position and a-position, and if the shift lever is pushed forward from the M position, the shift is up, and if the lever is pulled backward, the shift is down. It should be noted that in order to prevent the engine from excessively rotating (overrun), it does not react to an excessive downshift operation.

Next, the above-mentioned automatic transmission will be described in more detail with reference to FIG.
A clutch mechanism 2 attached to the output part of the engine (diesel engine) 1, a transmission main body (automatic transmission) 3,
The transmission main body 3 includes a shift control means (AT control unit) 11 and a control means (electronic governor control unit) 12 for the electronic governor 1A of the engine 1.

The clutch mechanism 2 is provided with a clutch booster 2A which functions as a clutch actuator, and is adapted to drive the clutch mechanism 2 to connect / disconnect according to the supply state of air from the air tank 31. In the present embodiment, the transmission main body 3 includes a main transmission unit (or main transmission) 301 having five forward gears and one reverse gear (shift gear meshing state), and a low gear (Lo) or a high gear. It has an auxiliary transmission unit (or an auxiliary transmission) 302 capable of switching (Hi), and these main transmission unit 301 and auxiliary transmission unit 3 are provided.
By combining with 02, 10 steps forward, 2 reverse
It is possible to change the gear position of the gear.

Further, the transmission main body 3 has a gear shift unit (GSU) 3 as a gear shift actuator.
A and a splitter switching mechanism 103 are attached.
Of these, the gear shift unit 3A includes the main transmission unit 301
The gear shift mechanism shifts the shift stage to a desired state while switching the meshing state of the gear mechanism, and the splitter switching mechanism 103 shifts the shift stage of the auxiliary transmission unit 302.

These clutch boosters 2A,
Gear shift unit 3A and splitter switching mechanism 1
Reference numeral 03 is controlled by an AT control unit 11 as a shift control means, and electronic governor 1A is controlled by an electronic governor control unit 12 through electric signals. Further, the AT control unit 11 and the electronic governor control unit 12 are adapted to transmit information by serial communication, and the gear shift unit 3A, the clutch booster 2A, the splitter switching mechanism 103 and the electronic governor 1A are mutually connected. It is controlled in coordination.

By the way, as shown in FIG. 1, the AT control unit 11 includes a trailer detection switch (traction state detection means) 101, a shift mode switch (changeover switch) 102, a change lever unit 4, a change lever (shift lever). 4A, clutch switch 6
A, a transmission gear sensor (not shown), a clutch rotation speed sensor 22, an electronic governor control unit 12, and a display unit 13 are connected to each other.

Also, the electronic governor control unit 1
A vehicle speed sensor 21, an electronic governor 1A, an accelerator depression amount sensor 24, an engine speed sensor 25, and an AT control unit 11 are connected to the vehicle 2, respectively.
Further, the change lever unit 4 has a shift position as shown in FIG. The R, N, and D positions respectively indicate the reverse, neutral (neutral), and drive ranges. By moving the change lever 4A to the D position (D range), automatic gear shifting during normal running can be achieved. It is supposed to be executed.

In addition, M provided on the left side of the D position
The position is a position for performing a manual shift, and the shift up or down is executed by moving the shift lever 4A from the M position to the + position or the-position by pushing the shift lever 4A forward or backward. It has become so. It should be noted that the change lever 4A is moved to such a + position or − position.
After moving, the lever 4A is returned to the M position by the urging force of a return spring (not shown).

When the change lever 4A is operated to the M position, the gear shift unit 3A is remotely operated via the AT control unit 11 based on a command from the change lever unit 4. Hereinafter, such a shift control mode is referred to as a manual shift mode. In this case, the change lever 4A
If is not moved from the M position, the gear is basically fixed.

When the change lever 4A is operated to the D position (D range), the automatic shift mode is set in which the automatic shift control is executed. That is, AT
The control unit 11 is provided with a plurality of shift maps (not shown) according to the running state, the shift shift map is selected according to the running state, and the target shift speed (target shift speed) during automatic shift control is selected. ) Is set.

Further, in the present apparatus, the intention of the driver and the traveling state of the vehicle are judged by using the fuzzy theory, and the target shift speed set in the above shift shift map is corrected. In the automatic shift mode, A
Based on various information via the T control unit 11, the gear shift unit 3A, the clutch booster 2
A and the splitter switching mechanism 103 are remotely operated, and the electronic governor 1A is remotely operated via the electronic governor control unit 12, whereby switching control of the meshing state of the transmission gear of the transmission 3 and disconnection of the clutch mechanism 2 are performed. Contact control is performed.

Further, the display unit 13 is adapted to display the current shift speed and shift mode. In this embodiment, in order to simplify the system and control logic of the automatic transmission 3, the clutch is engaged only by the driver's clutch pedal operation when starting. That is, at the time of starting the vehicle, the driver once depresses the clutch pedal 6 and then gradually returns the clutch pedal 6 to connect the clutch 2. Also, before stopping the vehicle,
Regardless of the depression operation of the clutch pedal 6, the clutch mechanism 2 is automatically disengaged by the clutch booster 2A. In this state, the clutch 2 is disengaged even if the clutch pedal 6 is not depressed,
When the vehicle is started again from this state, the driver depresses the clutch pedal 6 once to switch the clutch mechanism 2 to the state controlled by the clutch pedal 6, and the vehicle is started by the subsequent clutch operation of the driver. It is like this.

The vehicle speed change control device of the present invention is not limited to the automatic transmission 3 having the above-mentioned structure, and may be a device which automatically performs clutch control at the time of starting. However, the application is not limited to the above-described semi-automatic transmission. Now, the main part of the present apparatus will be described. As described above, the AT control unit 11 has a trailer detection switch (or TL) as a towing state detection means.
S) 101 and a shift mode switch (or SMS) 102 as a shift pattern change switch are connected, and the shift pattern of the automatic transmission 3 is switched based on the detection information from these switches 101 and 102. It has become.

First, the shift mode switch (SMS) 10
2, the SMS 102 is for changing the shift mode (shift pattern), and is configured as an on / off switch provided near the change lever 4A. When the SMS 102 is turned on, the speed change mode of the transmission 3 is set to the SKIP mode, and when the SMS 102 is turned off, the 10-speed mode is set.

Here, the SKIP mode means the auxiliary transmission 3
02 is a high speed side gear (Hi) or a low speed side gear (L
This is a mode in which the gear stage of the main transmission 301 is controlled in a state of being held in either one of o), for example, 1H-2H-3
This is a mode in which shift control such as H-4H-5H is performed (see shift patterns D1 and D2 in FIG. 2). In addition,
The numbers indicate the gears of the main transmission 301, and the letters after the numbers indicate the gears of the sub-transmission 302 (H: high speed, L: low speed). The shift stage of the auxiliary transmission 302 is set to either Hi or Lo based on the detection information from a trailer detection switch (TLS) 101 described later.

The ten-speed mode means the main transmission 301
This mode is a mode in which all the shift speeds can be selected by combining the shift speeds of the auxiliary transmission 302 and the auxiliary transmission 302. 1L-1H-2L
In this mode, shift control is performed in a shift pattern such as -2H-3L-3H-4L-4H-5L-5H (see shift patterns D3 and D4 in FIG. 2). The SKIP mode and the 10-speed mode can be switched by turning the shift mode switch (SMS) 102 on and off, as described above.

Next, the trailer detection switch (TLS) 1
01 will be described. The TLS 101 is in a state in which the vehicle is connecting the trailer (the towed state or the first mode).
Or the state in which the trailer is not connected (non-pulling state or the second mode).
Here, the trailer detection switch (TLS) 101 emits an ON signal when the trailer is connected to the tractor, and when the service brake on the tractor side is connected to the service brake on the trailer side, the cock of the brake hose is connected. It is configured as a switch that works with. Then, when the brake hoses of the trailer and the tractor are connected and the cock is opened, the TLS 101 emits an ON signal. The trailer detection switch 101 is already provided in a vehicle such as a tractor.

Then, the AT control unit 11 changes the shift pattern of the automatic transmission 3 in accordance with the tractor pulling state (that is, tractor load) based on the detection information from the TLS 101. For example, when the TLS101 is off, the tractor is in a single-vehicle state, so the shift control is performed in the shift pattern for low-load running. It is supposed to be changed.

More specifically, in the present embodiment, as shown in FIG. 2, when the SMS is on (SKIP mode) and the TLS 101 is off, that is, the tractor is in the single-vehicle state (second mode), the tractor When it is determined that the load is light, the auxiliary transmission 302 is fixed to the high-speed gear stage (Hi). 1H-2H-3H-4H-
The shift pattern is set to 5H (see shift pattern D1 in FIG. 2).

Further, when the TLS 101 is on, that is, in the connected state (first mode), the load of the tractor becomes large, so that the shift stage of the auxiliary transmission 302 is at the low speed side (L).
It is fixed to o) and is set to a shift pattern such as 1L-2L-3L-4L-5L as shown in the shift pattern D2 of FIG. Even with this shift pattern, when the AT control unit 11 determines that the vehicle can travel at a higher shift speed after the shift speed of the automatic transmission 3 is controlled to the maximum shift speed of 5L. In this case, the shift stage of the auxiliary transmission 301 is changed to the high speed stage, and the shift to 5H is performed. Whether or not the shift from 5L to 5H is possible is determined based on the detection information from the vehicle speed sensor 21, the accelerator depression amount sensor 24, the engine speed sensor 25, the transmission gear sensor (not shown), and the like.

Further, in the shift control device for a vehicle according to the present invention, when the SMS 102 is on, the TLS 101
When the detection signal from (1) changes, the shift stage of the auxiliary transmission 302 is switched and controlled based on the change in the detection signal. That is, when the detection signal from the TLS 101 changes from ON to OFF, the AT control unit 11 determines that the vehicle (tractor) is switched from the connected state to the unconnected state and the load is lightened, and the auxiliary shift is performed. The gear stage of the machine 302 is switched from Lo to Hi, and the gear shift mode is changed from D2 to D1.

When the detection signal from the TLS 101 changes from OFF to ON, the AT control unit 11 determines that the vehicle has been switched from the non-connection state to the connection state and the load has become heavy, and the auxiliary shift The gear stage of the machine 302 is switched from Hi to Lo, and the gear shift mode is changed from D1 to D2. By the way, the shift control device for a vehicle according to the present invention is configured to switch the shift pattern by using the on / off information from the two sensors of the TLS 101 and the SMS 102, so that a maximum of 4 in the automatic shift mode (D position).
Streets (D1 to D4), up to 4 streets (M1 to M4) in the manual shift mode (M position), up to 8 in total
It is possible to set various shift patterns.

On the other hand, in the present embodiment, as shown in FIG. 2, when the SMS 102 is off (10-speed mode) in the automatic shift mode, the shift pattern is changed even if the detection information of the TLS 101 changes. It is supposed not to be done. That is, when the SMS 102 is off, the 10-speed shift is executed regardless of the connected state of the tractor.
That is, three kinds of shift patterns of 1, D2, D3 = D4 are set.

The reason why the shift pattern is not changed in the 10-speed mode is that the SMS 102 is a switch that can be turned on / off by the driver's operation and reflects the driver's intention. . That is, when the SMS 102 is off (10-speed mode), it is determined that the driver wants 10-speed shift, and the driver's intention and preference are emphasized, and the TLS
The 10th gear shift is executed regardless of the detection information from 101.

Further, in the present apparatus, although the shift pattern in the manual shift mode (M range) is not particularly described, the TLS 101 and the SMS 10 are also in the M range.
It is possible to set up to four different shift patterns (M1 to M4) using the information from 2. Although a specific example of such shift patterns of M1 to M4 is not shown, it is conceivable to set the shift patterns M1 to M4 in the same manner as the shift patterns D1 to D4, respectively.

Incidentally, the concrete gear meshing state switching control in the transmission 3, that is, the operation control of the clutch booster 2A and the gear shift unit (GSU) 3A, is described in, for example, JP-A-9-68238. Since the technology is the same as that described above, detailed description will be omitted.

Further, as described above, the present apparatus corrects the target shift speed by using the fuzzy theory. However, a method of correcting the target shift speed by such fuzzy theory is disclosed in Japanese Patent Laid-Open No. Hei 9-95. The technique is the same as that described in Japanese Laid-Open Patent Publication No. 79362/1994 and Japanese Laid-Open Patent Publication No. 9-79364, and detailed description thereof will be omitted.

Since the shift control device for a vehicle as the first embodiment of the present invention is configured as described above, the shift pattern is set or changed in accordance with the flowchart shown in FIG. 3, for example. First, step S1
At, it is determined whether the change lever 4A is in either the D position or the M position. If it is determined that the change lever 4A is not in any position, the process directly returns. If not, the process proceeds to step S2, and the change lever 4A is set to the D position and the M position.
It is determined whether it is in the position or not.

If the change lever 4A is in the D position (that is, in the D range), step S3 is performed.
When the change lever 4A is in the M position (that is, in the M range), the process proceeds to step S16 and subsequent steps. First, the case of the automatic shift mode, that is, the case where the change lever 4A is in the D position will be described. In step S3, the shift mode switch (S
It is determined whether the MS) 102 is on or off.

If the SMS 102 is on, S
It is determined that the mode is the KIP mode (step S4), and based on the on / off information from the trailer detection switch (TLS) 101, the tractor is traveling alone (second mode) or the trailer is pulled. It is determined whether it is in the state (first aspect) (step S5). In addition, TL
Since S101 is configured as a switch that outputs an ON signal in conjunction with the cock of the brake hose when connecting to the service brake on the tractor side and the service brake on the trailer side, the tractor pulling state (connection state) is automatic. Be determined.

If the TLS 101 is off, it is determined that the vehicle is in the non-pulled state (second mode) (step S6), and the gear shift pattern of the transmission 3 is set to D1 (step S).
7). In the present embodiment, the shift pattern D1
Is a shift pattern such as 1H-2H-3H-4H-5H as shown in FIG. If the TLS 101 is on, it is determined that the vehicle is in the towed state (first mode) (step S
8), the shift pattern of the transmission 3 is set to D2 (step S9). Here, the shift pattern D2 is, for example, 1
The shift pattern is L-2L-3L-4L-5L-5H.

On the other hand, if it is determined in step S3 that the shift mode switch (SMS) 102 is off, it is determined that the shift mode is the 10-speed mode (step S10), and the trailer detection switch (TLS). )
Based on the on / off information from 101, it is determined whether the tractor is traveling alone (second mode) or trailing the trailer (first mode) (step S11). Then, similar to steps S6 to S9 described above, the shift pattern is set to D according to the traction state of the tractor.
3 or D4 (steps S12-S)
15).

As shown in FIG. 2, in the present embodiment, the gear shifting pattern D3 and the gear shifting pattern D4 are set to be the same, so in practice, when the gear shifting mode is 10 in the D range, The shift pattern is not changed regardless of the on / off information from the TLS 101. Further, in step S2, the change lever 4A
Is in the M position (that is, in the M range), the process proceeds to step S16 and subsequent steps. And step S16-
After S28, the same steps as the above-described steps S3 to S15 are repeated to set the shift pattern of the transmission 3 to M1.
To M4.

By executing such a flow chart, the shift pattern of the transmission 3 becomes TLS1.
The optimum shift pattern is changed in accordance with the detection signal from 01 or the SMS 102. In the shift control device for a vehicle according to this embodiment, the automatic transmission 3 is operated as described above.
Since the shift pattern of is automatically set or changed, the following advantages and effects are obtained. That is, when the trailer is towed (when connected) in a vehicle such as a tractor in which the overall weight changes significantly depending on whether or not the trailer is towed.
If the automatic control is performed in the same gear shift pattern when the vehicle is not towed (in a single vehicle), there is a problem that the driving feeling when the trailer is towed is deteriorated or the fuel consumption is deteriorated.

On the other hand, as described above, in the present apparatus, it is judged whether or not the trailer is in the towed state based on the information from the trailer detection switch (TLS) 101 as the towed state detecting means, and the shift pattern is automatically set. Since they can be switched, there is an advantage that not only the drivability and driving feeling are improved, but also the fuel consumption is improved. In addition, there is an advantage that the cost and weight hardly increase because it is not necessary to newly provide sensors for realizing the present device and only the addition of the control logic is required.

Further, when the vehicle is in the non-traction state (second mode), that is, when traveling only with the tractor, the vehicle load is much smaller than when the vehicle is towed.
As shown by, the shift stage of the main transmission 301 is switched while the auxiliary transmission 302 is held at the high speed stage Hi. Therefore, there is an advantage that the smooth shift control can be realized, and the acceleration performance and the fuel consumption of the vehicle can be improved.

Further, in the towed state (first mode), that is, when traveling with the trailer connected, the shift stage of the main transmission 301 is controlled while switching the shift stage of the main transmission 301 while keeping the auxiliary transmission 302 at the low speed stage (Lo). After the main transmission 301 is controlled to the highest speed (fifth speed in this embodiment), if the vehicle is in a traveling state in which gear shifting to a higher speed is possible, the auxiliary transmission 302 shifts to the high speed (Hi). Since it is changed, it is possible to further improve the acceleration performance of the vehicle and the fuel efficiency, and also the drivability is significantly improved.

That is, when the tractor is in the towed state, the auxiliary transmission 302 is fixed to the low speed stage and the main transmission 30 is fixed.
By controlling the first gear shift stage, the shift pattern is such that a larger driving force can be obtained than when the auxiliary transmission 302 is in the high gear stage. Further, for example, when the trailer is towed but the inside of the trailer is empty, when the vehicle speed increases, the auxiliary transmission 302 is changed to the high gear (Hi), and Not only can acceleration performance and fuel efficiency be improved, but drivability will also be greatly improved.

Further, in this apparatus, the shift mode switch (selection switch) 102 is turned on (SKIP mode).
Since the change of the shift pattern is executed only when, the switch 102 is used when the driver desires a fine shift.
By turning off the switch, there is an advantage that the change of the shift pattern can be prohibited and the intention of the driver can be reflected.

Next, a vehicle shift control device according to a second embodiment of the present invention will be described. FIG. 4 is a diagram for explaining a control mode thereof and is a diagram corresponding to FIG.
The second embodiment is the same as the first embodiment except that the shift pattern of the automatic transmission 3 is partly different from the first embodiment described above. Therefore, in the following, description will be given focusing on different parts from the first embodiment, and description of parts configured in the same manner as the first embodiment will be omitted.

Now, in the second embodiment, as shown in FIG. 2, even if the speed change mode switch (SMS) 102 as a changeover switch is on (SKIP mode), the trailer detection switch as a towing state detecting means is provided. 10 when the (TLS) 101 is on (towed state)
The shift control is set to be performed in the gear shift mode (see shift pattern D2 in FIG. 4).

That is, even if the SMS 102 is turned on, when the trailer connection is detected by the TLS 101, it is set to switch to the 10-speed shift and fine shift is performed. Since the shift control device for a vehicle as the second embodiment of the present invention is configured as described above, in addition to the advantages or effects described in the first embodiment, when the vehicle is in a towed state (connected state), Fine shift control can be performed by positively combining the main transmission 301 and the auxiliary transmission 302, and even when the total vehicle weight becomes extremely heavy, the decrease in acceleration during upshifting is prevented as much as possible. It has the advantage that it can be done.

In each of the above embodiments, as shown in FIGS. 2 and 4, the SKIP mode (that is, the SMS 102
The shift pattern is set to be executed only when the switch is on, and the 10-speed mode (that is, SMS10
2 is off), the shift pattern is set so as not to be changed regardless of the detection signal of the TLS 101 (actually, the shift patterns D3 and D4 are set to be the same). It is not limited to such a shift pattern, and various shift patterns can be set according to the output of the engine and the characteristics of the vehicle to which it is applied. For example, the shift pattern D3 and the shift pattern D4 may be set differently, or the shift patterns D1 to D4 may be set to different shift patterns from those of the above-described embodiment. Further, the number of gear stages of the main transmission 301 and the number of gear stages of the auxiliary transmission 302 are not limited to those described above, and again, various gear stages are set in accordance with the output of the engine and the characteristics of the vehicle to be applied. can do.

Further, the type of the automatic transmission is not limited to the above-mentioned mechanical automatic transmission, but can be widely applied to an automatic transmission that switches a plurality of shift stages to shift gears. However, it may be applied to an automatic transmission using a torque converter, for example. Further, the vehicle to which the present device is applied is not limited to the above-mentioned tractor, but can be widely used for vehicles such as large trucks and large buses whose weight (load) changes drastically depending on usage conditions.

[0058]

As described in detail above, according to the shift control device for a vehicle of the present invention as set forth in claim 1, it is determined whether or not the trailer is in the towed state based on the information from the towed state detecting means, and the shift pattern is obtained. Is automatically switched, which has the advantage of improving drivability and driving feeling and also improving fuel efficiency. Further, since it is not necessary to newly provide sensors or the like and only the control logic is added, there is an advantage that there is almost no increase in cost or weight. Further, when the vehicle is in the first mode, the auxiliary transmission unit is lowered.
Shift control of the main transmission section while maintaining the speed
After the main transmission is controlled to the highest speed,
When shifting to a gear is possible, the transmission section is changed to a high gear.
Therefore, we will improve the acceleration performance and fuel efficiency of the vehicle.
And the drivability is greatly improved.
There is also the advantage that

According to the shift control device for a vehicle of the present invention as set forth in claim 2, in addition to the above-mentioned effects and advantages,
In the non-traction state where the vehicle load is small, that is, in the second mode, since the shift stage of the main transmission unit is controlled to be switched while the sub transmission unit is held at the high speed stage, smooth shift control can be realized and the vehicle There is an advantage that the acceleration performance and the fuel consumption can be improved.

Further, according to the shift control device for a vehicle of the present invention as defined in claim 3, a switching instruction for changing the shift pattern is given.
Change the gear change pattern only when the changeover switch is on.
By turning off the changeover switch
Change of shift pattern can be prohibited, reflecting the driver's intention
There is an advantage that can be done.

[0061]

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a shift control device for a vehicle as a first embodiment of the present invention.

FIG. 2 is a diagram for explaining a control mode in the shift control device for a vehicle as the first embodiment of the present invention.

FIG. 3 is a flowchart for explaining an operation of the shift control device for a vehicle as the first embodiment of the present invention.

FIG. 4 is a diagram for explaining a control mode in a shift control device for a vehicle as a second embodiment of the present invention.

[Explanation of symbols]

1 Diesel engine 1A Electronic governor 2 Clutch mechanism 2A Clutch booster or actuator for clutch 3 Transmission main body (automatic transmission) 3A Gear shift unit (GSU) or gear shift actuator 4 Change lever unit 4A Change lever (shift lever) 6A Clutch switch 7 Accelerator pedal 11 Shift control means (AT control unit) 12 Control means (electronic governor control unit) 13 Display unit 21 Vehicle speed sensor 22 Clutch rotation speed sensor 24 Accelerator depression amount sensor 25 Engine rotation speed sensor 31 Air tank 101 As traction state detection means Trailer detection switch (TLS) 102 Shift mode switch (SMS) as changeover switch 103 Splitter changeover mechanism 301 Main change Speed unit (main transmission) 302 Sub transmission unit (sub transmission)

Continuation of the front page (56) Reference JP 60-18425 (JP, A) JP 5-203020 (JP, A) JP 7-208590 (JP, A) JP 4-61 (JP , A) JP-A-1-145457 (JP, A) JP-A-60-159450 (JP, A) Actual flat 3-89261 (JP, U) Actual flat 3-130951 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (3)

(57) [Claims] 1. A shift control device for a vehicle, comprising a shift control means for automatically shifting a shift stage of an automatic transmission according to a running state of the vehicle, wherein the automatic transmission shifts a plurality of shift stages. Machine part
And a high speed stage and a low speed stage are arranged in series with the main transmission unit.
An auxiliary transmission unit included therein, and a traction state detecting means for detecting a first aspect in which the vehicle is in a traction state and a second aspect in which the vehicle is not in a traction state. When the vehicle is in the first mode, the shift pattern of the automatic transmission is changed on the basis of the change in the mode described above based on the detection information from the towing state detecting means .
While maintaining the speed unit at a low speed, change the gear position of the main transmission unit.
Switching control is performed and the main transmission unit is set to the highest speed stage.
After being controlled, go to a higher speed according to the running condition of the vehicle
When it is determined that the shift of the auxiliary transmission is possible,
A shift control device for a vehicle, characterized in that a speed stage is switched to a high speed stage . Wherein said shift control means is characterized in that the vehicle is controlled to switch the main transmission section gear while maintaining a sub transmission portion at a high speed stage when the second embodiment, The shift control device for a vehicle according to claim 1. 3. A gear shift of the automatic transmission arranged in a driver's cab
Further equipped with a changeover switch to instruct pattern change
However , the shift control means changes the shift pattern only when the changeover switch is on.
Claim 1 or 2 characterized in that the modification is carried out.
The shift control device for a vehicle described above.