JP3891171B2 - Shift control device for powered vehicle - Google Patents

Description

The present invention can be used for a shift control device for a power vehicle such as a tractor or a construction vehicle.

  A power vehicle such as a tractor is equipped with a sub-transmission device and a forward / reverse switching device in addition to the main transmission, and the number of shift stages is multi-stage unlike a passenger car. Even with a tractor with a small number of gears, the main transmission is usually 4 gears and the sub-gear is 2 high and low, but for medium-sized and larger tractors with many gears, the number of gears is 8 and the number of gears is 3. Thus, the total number of shift stages is 24, which is determined by multiplying the respective shift stages of the main and auxiliary transmissions. For this reason, it is difficult for a person unaccustomed to work to obtain a desired number of gears in accordance with the contents of the work. In particular, because the vehicle speed is significantly different between the low-speed speed range used for work and the high-speed speed range used when moving on roads and fields, the desired speed is set by pressing the speed change lever or speed change switch. It is difficult and difficult for beginners and women to get the tractor operation.

In order to eliminate such a problem, for example, as shown in Patent Document 1, when the auxiliary transmission is switched, it is known that the main transmission is automatically switched in accordance with the operation.
JP-A-5-164222

  The problem to be solved by the present invention is that not only shifting by manual operation, but also shifting between fields or roads at high speed can be easily performed by operating the accelerator pedal, and the shifting operation by the accelerator pedal is in progress. However, it is an object of the present invention to obtain a device capable of shifting with priority given to the operator's will by operating a manual operation member.

The invention of claim 1 includes main transmissions 10 and 11 capable of shifting in multiple stages, an auxiliary transmission 12 capable of shifting in at least two stages, a forward / reverse switching apparatus 9 for switching the advancing direction of the fuselage forward and backward, The first and second operating members 34, 37, and 38 for switching the main transmissions 10 and 11 and the auxiliary transmission 12 and an accelerator pedal 58 for changing and adjusting the rotational speed of the engine 5 are provided. In a shift control device for a powered vehicle configured to operate in the front-rear direction or the left-right direction to switch the sub-transmission device 12 and operate the second operating members 37, 38 to switch the main transmission devices 10, 11, the sub-transmission device 12 When the vehicle is switched to a position suitable for the traveling speed on the road, the accelerator pedal 58 is configured to automatically increase and decrease the speed of the main transmission, and the vehicle speed range and the road that can be shifted by the accelerator pedal 58 are determined. Some of the vehicle speed range can shift in the subtransmission position other than the traveling speed is a speed change control device for a motor vehicle, characterized in that overlap.

  The invention according to claim 2 is characterized in that the second operating member is constituted by push button type acceleration / deceleration switches 37, 38 provided on the first operating member 34. A shift control device is provided.

The invention of claim 3 includes main transmissions 10 and 11 capable of shifting in multiple stages, an auxiliary transmission 12 capable of shifting in at least two stages, a forward / reverse switching apparatus 9 for switching the advancing direction of the fuselage forward and backward, First and second operation members 34, 37, and 38 for switching the main transmissions 10 and 11 and the sub-transmission device 12, and an accelerator pedal 58 for changing and adjusting the rotational speed of the engine 5 are provided. In a shift control device for a powered vehicle configured to operate in the front-rear direction or the left-right direction to switch the sub-transmission device 12 and operate the second operating members 37, 38 to switch the main transmission devices 10, 11, the sub-transmission device 12 When the vehicle is switched to a position suitable for the road speed, the accelerator pedal 58 is configured to automatically increase / decrease the speed of the main transmissions 10 and 11, and the accelerator pedal 58 performs a shift. And shift control unit of the motor vehicle, characterized in that a control means 60 to enable acceleration and deceleration operation by the second operating member 37, 38 even when they are.

The invention of claim 4 includes main transmissions 10 and 11 capable of shifting in multiple stages, an auxiliary transmission 12 capable of shifting in at least two stages, a forward / reverse switching apparatus 9 for switching the traveling direction of the vehicle forward and backward, First and second operation members 34, 37, and 38 for switching the main transmissions 10 and 11 and the sub-transmission device 12, and an accelerator pedal 58 for changing and adjusting the rotational speed of the engine 5 are provided. In a shift control device for a powered vehicle configured to operate in the front-rear direction or the left-right direction to switch the sub-transmission device 12 and operate the second operating members 37, 38 to switch the main transmission devices 10, 11, the sub-transmission device 12 was constructed as an automatic increase decelerating operation of the main speed change devices 10 and 11 according to the accelerator pedal 58 when switched to a position suitable for road speed is made, it instrumented PTO transmission 70 is neutral to the body And shift control unit of the motor vehicle, characterized in that a control unit 60 to enable transmission by the accelerator pedal 58 when in location.

The effects of the first and second aspects of the present invention are as follows. That is, when shifting using the accelerator pedal, the shift shock may increase when the trailer or the like is pulled. In such a case, instead of automatic shifting by the accelerator pedal, the operator can quickly shift to the target position to shift, so there is no shock compared to the accelerator pedal shifting, and a large driving torque is required at the start. It is possible to cope with the case. In addition, the operability of the second operating member is improved.

  According to the invention of claim 3, when traveling on the road, it is convenient that the accelerator pedal can be shifted by simply shifting the sub-transmission device 12 to a position suitable for traveling on the road using the first operating member 34. When entering, if the first operating member 34 is operated from the road speed position to a low speed position suitable for work, the main transmissions 10 and 11 can easily enter the speed change position where the previous work was performed, thereby improving operability. . Also, even if it takes time to reach the target shift position in the accelerator pedal shift, it is possible to jump to the target shift position by the second operation member at a stroke by manual operation, so the time until the shift is completed is shortened and the operability is improved. Can be improved.

  In the invention according to the fourth aspect, since the shift by the accelerator pedal can be performed only when the work implement is not used as when traveling on the road, there is no possibility of erroneous operation and the safety is improved.

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

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

  Further, in the transmission case 6, a forward / reverse switching device 9 for switching the advancing direction of the airframe, a main transmission device 10 capable of shifting in eight steps, and an auxiliary transmission device 12 capable of shifting in three steps are connected in series. ing. These transmission systems will be described later with reference to FIG.

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

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

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

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

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

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

  Note that the main transmissions 10 and 11 are shifted by pushing in a speed increasing switch 37 and a speed reducing switch 38 provided on the knob of the operation lever 34 (see FIG. 3). Even if the acceleration switch 37 is pressed or the deceleration switch 38 is pressed, the shift is performed only by one step. Shifting is performed in the range from the first speed where the speed is low to the eighth speed where the speed is high. Then, the power decelerated by the auxiliary transmission device 12 is transmitted to the drive pinion 40, and the rear wheels 3 and 3 are driven through the rear wheel differential device 41 and the final reduction device 42 sequentially. The power branched from the rear wheel drive system in front of the rear wheel differential device 41 is used as a front wheel drive system. In the front wheel drive system, the front wheels 2 and 2 are driven at the same speed as the rear wheels 3 and 3 or the rear wheels. A front wheel speed increasing device 44 that rotates at a speed higher than 3 and 3 is provided. When the front hydraulic clutch 44a is connected, the front wheel is accelerated, when the rear hydraulic clutch 44b is connected, the constant speed four-wheel drive state is established, and when both the hydraulic clutches 44a, 44b are turned off, the rear wheel 3 , 3 is a two-wheel drive state. Reference numeral 46 is a front wheel differential device, and 47 is a front wheel final reduction device.

  In the power transmission diagram of FIG. 2, only when the auxiliary transmission 12 is at a high speed (H), if the operation lever 34 is tilted sideways as it is, an ultra high speed position (HH suitable for the road traveling speed) is obtained. ). In this case, the main speed can be selected from the 1st to 8th speeds of the 5th, 6th, 7th, and 8th speeds on the high speed side. Even if 37 and 38 are operated, it cannot be selected in the program. When driving on the road, high speed driving is premised, so only the high speed side is prioritized, and the low speed side is automatically cut to improve operability.

  In this embodiment, the selectable high-speed side shift pattern is four steps of 5, 6, 7, and 8. However, it is set to 3 steps of 6, 7, and 8 speeds, or 7 speeds. The number of stages may be reduced such that only the second stage of the 8th speed.

  FIG. 3 shows the positional relationship between the operation lever 34, the cockpit 48 and the lever guide 49. The lever guide 49 is provided on the left side of the cockpit 48. The shape of the lever guide 49 is an inverted U shape when viewed from above, and the operation lever 34 moves in the groove of the lever guide 49. As is clear from the figure, the high speed (H) and the medium speed (M) are in an opposing positional relationship, and the ultra high speed (HH) and the low speed (L) are opposed in the opposite groove.

  In the high speed (H) and the super high speed (HH), only the shift range of the main transmissions 10 and 11 is changed without changing the shift position of the auxiliary transmission 12. That is, the position of the sub-transmission device 12 is at the high speed (H) position, and only the shiftable range of the main transmissions 10 and 11 in this state is changed by the program. The lever guide 49 is provided with four switches 50, 51, 52, 53 in order to detect which shift position the operation lever 34 for operating the auxiliary transmission 12 is in.

  In addition to the acceleration / deceleration switches 37 and 38, the operation lever 34 is provided with an automatic mode switch 55. When the automatic mode switch 55 is depressed, a later-described accelerator pedal 58 can be shifted. More specifically, when the automatic mode switch 55 is in an ON state and the auxiliary transmission 12 is shifted to an ultra high speed (HH), the accelerator pedal 58 is used to keep the main transmissions 10 and 11 within a predetermined range. The gear can be automatically shifted at That is, the main transmissions 10 and 11 can be automatically increased or decreased in the range from the first speed to the eighth speed, but in this embodiment, as described above, from the fifth speed to the eighth speed on the high speed side. Can be switched sequentially only in the range of.

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

Further, in the present invention, a sensor 72 for detecting the shift position of the PTO transmission 70 is provided, and an ON signal is generated when the PTO transmission 70 is in the neutral position.
Further, a hydraulic operation lever position sensor 74 that detects that the hydraulic operation lever 28 has been raised is connected to the controller 60. The automatic mode switch 55 is also connected to the input side of the controller 60.

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

  The clutch booster valve 78 is interposed in order to gradually increase the pressure of the hydraulic clutch constituting the forward / reverse switching device 9 when switching the main transmission 10 to make the clutch connection smooth. The auto-on lamp 79 is lit when the automatic mode switch 55 is pressed. FIG. 6 is a table showing the vehicle speed range. The vehicle speed range corresponding to each shift position of the auxiliary transmission 12, that is, the super-high speed position (HH), the high speed position (H), the medium speed position (M), and the low speed position (L) is shown. As is apparent from the figure, a region where the vehicle speed overlaps is set between the high speed position (HH) and the high speed position (H), which are road speeds.

7 and 8 are flowcharts for explaining a control program according to the present invention. A program having the contents shown in FIGS. 7 and 8 is incorporated in the memory of the controller 60.
FIG. 7 will be described. First, the state of sensors and switches is read (step S1), and it is further determined whether or not the automatic mode switch 55 is ON (step S2). That is, it is determined whether or not the super high speed position (HH) is reached (step S3). When the super high speed (HH) set as the road traveling speed is selected, the PTO transmission 70 is in the neutral position (step S5), and the accelerator lever 59 is in the high rotation position (step S6). ) When the hydraulic control lever 28 is raised (step S7), the auto lamp is turned on (step S8), and the shift by the accelerator pedal 58 is enabled only when the aircraft is moving forward. (Steps S9 and S10).

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

  As the amount of depression of the accelerator pedal 58 increases and at the same time the number of revolutions of the engine 5 increases, the main transmissions 10 and 11 are switched to the speed increasing side. In this case, the main transmissions 10 and 11 are decelerated and decelerated within the range from the fifth speed to the eighth speed on the high speed side.

  In the above example, when the auxiliary transmission 12 is at a speed other than the road speed, in other words, when the auxiliary transmission 12 is at a high speed (H), a medium speed (M), or a low speed (L), a shift by the accelerator pedal 58 is performed. Instead, only the speed change by the acceleration / deceleration switches 37 and 38 is possible (step S12).

  Even if the auxiliary transmission 12 is shifted to the super high speed (HH) position, the PTO transmission 70 is not in the neutral position, the accelerator lever 59 is not set to the high rotation position, or the hydraulic operation lever 28 is If it is not operated to the ascending side, the current main shift position is maintained as it is without permitting automatic shift by the accelerator pedal 58 (step S11).

Immediately after shifting the auxiliary transmission 12 to the super high speed position (HH), the speed is changed to the first speed position set as the road speed. In this embodiment, the fifth speed position is the first speed on the road speed.
Next, the flowchart of FIG. 8 will be described. This control flowchart gives priority to the operation by the acceleration / deceleration switches 37 and 38 provided on the operation lever even when the automatic shifting by the accelerator pedal 58 is performed, or the main transmission is operated by the operation of the acceleration / deceleration switches 37 and 38. This is characterized in that the shift by the accelerator pedal 58 is continued even after the operation.

  Explaining at each step, when a deceleration command is output from the controller due to the relationship between the accelerator opening and the engine rotation, the main shift is decelerated by one step (steps SS1 and SS2), and conversely, an increase is instructed. If it is, the main speed is increased by one step (step SS3).

  At this time, it is determined whether or not the speed increase / decrease switches 37 and 38 of the main transmission have been operated. When the speed change switch 38 is operated (step SS4), the shift position indicated by the accelerator pedal 58 is determined. If a comparison is made and there is a need for further deceleration, a shift is performed to the indicated position of the deceleration switch 38 (step SS5). In this case, after that, accelerator pedal shift is prohibited for a predetermined time in order to stabilize the control (step SS7). Further, when the main gear speed increase switch 37 is pressed during the automatic speed change by the accelerator pedal 58 and a speed increase is instructed, the indicated position is compared with the speed change position instructed by the accelerator pedal 58 to increase the speed. When the shift instruction position by the switch 37 is larger than the instruction position by the accelerator pedal 58, the speed is preferentially increased.

  As described above, according to the present invention, since the manual operation using the acceleration / deceleration switches 37 and 38 is prioritized even during the automatic shift by the accelerator pedal 58, the target vehicle speed can be obtained quickly, and the operator The tractor can be run as intended.

  Next, the structure around the steering wheel 24 will be described with reference to FIG. What will be described here shows the relationship between the second work implement lifting lever 82 for raising and lowering the work implement connected to the rear portion of the machine, the speed increasing switch 37 and the speed reducing switch 38.

  FIG. 5 (a) shows a structure in which an acceleration / deceleration adjusting lever 84 is provided on the left side and an elevating lever 82 is provided on the right side which is the opposite side. When the acceleration / deceleration adjusting lever 84 is pulled upward, the main gear shift is increased by one step, and when it is pressed downward, it is decelerated by one step. The speed increasing switch 37 and the speed reducing switch 38 are operated by the speed increasing / decreasing adjustment lever 84. Normally, the acceleration / deceleration adjusting lever 84 is in the neutral position. When the right elevating lever 82 is pulled up, a command to raise the work machine is issued and the work machine is raised. Conversely, when pushed down, the work implement descends. In the form shown in (a), the acceleration / deceleration adjusting lever 84 and the elevating lever 82 are provided so as to face each other with the center of rotation of the steering handle 24 interposed therebetween. The change and the lifting / lowering operation of the work implement can be performed without releasing the hand from the handle 24, and the operability is improved.

  FIG. 5B shows an example in which the elevating lever 82 is left as it is, and the acceleration / deceleration switches 37 and 38 are attached to the spoke portion of the handle 24 in place of the left acceleration / deceleration adjusting lever 84. Since the acceleration / deceleration switch is incorporated in the handle operating section, there is no risk of clothes being caught on the lever when getting on and off.

  5C is the same in layout as (A), but the direction of operation of the acceleration / deceleration adjustment lever 84 is different. The acceleration / deceleration adjustment lever 84 is moved in the front-rear direction so as to increase or decrease the speed. In particular, the acceleration / deceleration adjustment lever 84 is increased when rotated toward the front side, and decelerated when pulled toward the rear side. ing.

  In FIG. 5D, the acceleration / deceleration adjusting lever 84 and the lifting / lowering lever 82 are combined into one, so that when the single lever 85 is operated in the up / down direction, the work machine moves up / down, and when operated in the front / rear direction, the operation speed increases / decreases. It is composed. Since they are combined into one, the number of parts is reduced, the configuration can be simplified, and the configuration can be made inexpensively.

It is the whole tractor side view. It is a power transmission diagram. It is a perspective view of a lever guide part. It is a block diagram. It is a perspective view of a steering handle part. It is a vehicle speed range table. It is a control flowchart. It is a control flowchart.

Explanation of symbols

1 Tractor 2 Front wheel
3 Rear wheels
4 Bonnet 5 Engine 6 Mission case 9 Forward / reverse switching device 10 First main transmission 11 Second main transmission 12 Sub-transmission 34 First operating member (operating lever)
37 Second operation member (speed increase switch)
38 Second operation member (deceleration switch)
58 accelerator pedal
60 control means
70 PTO transmission

Claims (4)

A main transmission ( 10 ) , ( 11 ) capable of shifting in multiple stages, an auxiliary transmission ( 12 ) capable of shifting in at least two stages, a forward / reverse switching device ( 9 ) for switching the advancing direction of the fuselage forward and backward, The first and second operating members ( 34 ) , ( 37 ) , ( 38 ) for switching the main transmission ( 10 ) , ( 11 ) , auxiliary transmission ( 12 ) and the number of revolutions of the engine ( 5 ) are changed. An accelerator pedal ( 58 ) for adjusting, the first operating member ( 34 ) is operated in the front-rear direction or the left-right direction to switch the auxiliary transmission ( 12 ) , and the second operating members ( 37 ) , ( 38 ) are operated. the main transmission and (10), (11) in the shift control device for a motor vehicle which is configured to switch the accelerator pedal when the subtransmission equipment (12) was switched to the position suitable for road speed (58) By the lord Configured to automatically increase or decrease speed operation speed device is made, wherein a portion of the vehicle speed range can shift in the subtransmission position other than the vehicle speed range and road speed which can be changed by the accelerator pedal (58) are duplicated A shift control device for a powered vehicle. The speed change of a powered vehicle according to claim 1, wherein the second operation member comprises push button type acceleration / deceleration switches ( 37 ) , ( 38 ) provided on the first operation member ( 34 ). Control device. A main transmission ( 10 ) , ( 11 ) capable of shifting in multiple stages, an auxiliary transmission ( 12 ) capable of shifting in at least two stages, a forward / reverse switching device ( 9 ) for switching the advancing direction of the fuselage forward and backward, The first and second operating members ( 34 ) , ( 37), ( 38 ) and the engine ( 5 ) for changing over the main transmissions ( 10 ) , ( 11 ) and the auxiliary transmission ( 12 ) are changed. An accelerator pedal ( 58 ) for adjusting, the first operating member ( 34 ) is operated in the front-rear direction or the left-right direction to switch the auxiliary transmission ( 12 ) , and the second operating members ( 37 ) , ( 38 ) are operated. In the shift control device for a powered vehicle configured to switch the main transmissions ( 10 ) and ( 11 ) , the accelerator pedal ( 58 ) is used when the auxiliary transmission ( 12 ) is switched to a position suitable for the road traveling speed. main Speed device (10), configured to automatically increase or decrease speed operation (11) is made, the second operating member, even when the shift is being performed by the accelerator pedal (58) (37), acceleration and deceleration by (38) A shift control apparatus for a powered vehicle, characterized in that a control means ( 60 ) enabling operation is provided. A main transmission ( 10 ) , ( 11 ) capable of shifting in multiple stages, an auxiliary transmission ( 12 ) capable of shifting in at least two stages, a forward / reverse switching device ( 9 ) for switching the advancing direction of the fuselage forward and backward, The first and second operating members ( 34 ) , ( 37 ) , ( 38 ) for switching the main transmission ( 10 ) , ( 11 ) , sub transmission ( 12 ) and the number of revolutions of the engine ( 5 ) are changed. An accelerator pedal ( 58 ) for adjusting, the first operating member ( 34 ) is operated in the front-rear direction or the left-right direction to switch the auxiliary transmission ( 12 ) , and the second operating members ( 37 ) , ( 38 ) are operated. In the shift control device for a powered vehicle configured to switch the main transmissions ( 10 ) and ( 11 ) , the accelerator pedal ( 58 ) is used when the auxiliary transmission ( 12 ) is switched to a position suitable for the road traveling speed. main Speed device (10), configured to automatically increase the deceleration operation (11) is made, to allow transmission by the accelerator pedal (58) when the PTO transmission device that is provided on aircraft (70) is in the neutral position A shift control apparatus for a powered vehicle, characterized in that a control means ( 60 ) is provided.

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