JPH0112980B2 - - Google Patents

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a control device for controlling the operation of a sub-transmission in a vehicle equipped with a manual transmission consisting of a main transmission and a sub-transmission. be.

(Prior Art) Conventionally, a transmission has been known in which a sub-transmission is combined with a main transmission consisting of a general gear transmission, and the sub-transmission is operated to change gears independently of the shift operation of the main transmission. ing. As a whole, such a transmission has a number of gears equal to the number of gears of the main transmission multiplied by the number of gears of the auxiliary transmission, so the length of the transmission gear train is relatively short and the mechanism is relatively simple. It has the advantage of being able to provide a large number of gears. For example, Japanese Patent Application Laid-Open No. 55-31670 discloses a transmission in which a sub-transmission is disposed between a main transmission and an engine.

(Object of the Invention) The present invention provides a vehicular auxiliary transmission capable of reducing rattling noise of transmission gears during engine idling in a manual transmission in which a main transmission and an auxiliary transmission are combined as described above. The purpose is to provide a control device for a machine.

(Structure of the Invention) A control device for a auxiliary transmission for a vehicle according to the present invention is capable of keeping the auxiliary transmission in a neutral state in a vehicle equipped with a manual transmission in which the auxiliary transmission is provided between a main transmission and an engine. A neutral drive means is provided, and when the engine is idling, the neutral drive means is operated to bring the sub-transmission into a neutral state. Engine idling is detected by providing engine operation detection means, shift position detection means for detecting the neutral state of the main transmission, and accelerator fully closed state detection means. This is done by detecting the neutral state of the main transmission, and at that time an operating signal is input to the neutral drive means from the control means that receives outputs from these detection means to operate the neutral drive means. Further, this control means includes a delay means for emitting a signal when the detection signals from each detection means are collected and input continuously for a predetermined time (that is, when the idling state continues for a predetermined time), and this delay means When a signal is issued from the neutral driving means, the above-described activation signal is inputted to the neutral drive means.

(Effects of the Invention) If the auxiliary transmission is placed in a neutral state when the engine is idling, engine rotation is no longer transmitted to the main transmission, and rattling noise of the transmission gears does not occur in the main transmission. Therefore, in a vehicle equipped with the sub-transmission control device of the present invention,
Idling noise is reliably reduced. Furthermore, in the above configuration, the clutch state is not used as a condition for detecting the idling state, so even if the clutch state is changed during sub-transmission neutral control, the sub-transmission will not be maintained in the neutral state. Ru. Therefore, power is not transmitted to the main transmission due to this clutch operation, and rattling noise is not generated.Furthermore, the sub-transmission changes between the neutral state and the power transmission state, resulting in a switching shock (noise). or vibration) may occur, or
It is also possible to prevent rattling noise from the auxiliary transmission.

(Embodiments) Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows an overall system of a control device for a vehicular auxiliary transmission according to an embodiment of the present invention.
The output shaft of the engine 1 is connected via a clutch 2 to an auxiliary transmission 3, which in turn is connected to a main transmission 4. A shift position detecting means 5 detects that the main transmission 4 is in a neutral state by, for example, detecting the shift lever position, and a shift position detecting means 5 detects that the main transmission 4 is in a neutral state by detecting the clutch pedal position.
Clutch connection state detection means 6 for detecting the connection state of the clutch and, for example, turning on the ignition switch.
Engine operation detection means 7 for detecting the operation of the engine 1 by detecting the state, and accelerator fully closed state detection means 8 for detecting the fully closed state of the accelerator are provided,
The neutral state signal A, clutch connection signal B, engine operation signal C, and accelerator fully closed signal D output by these detection means 5, 6, 7, and 8 are output by the control means 9.
It is now entered into .

The auxiliary transmission 3 is controlled by a manual operating lever 11 via a neutral drive means 10, and the neutral drive means 10 receives an actuation signal E from the control means 9.
When is input, the sub-transmission 3 is set to the neutral state. The auxiliary transmission 3 and the main transmission 4 will be explained in detail below with reference to FIG. An input shaft 13 of the main transmission 4 is disposed coaxially with a main shaft 12 of the sub-transmission 3 which is connected to the output shaft (not shown) of the engine 1 via the clutch 2, and this input shaft 13 is connected to a gear spline. 14 is fixed. On the other hand, a gear spline 15 is fixed to the main shaft 12 of the sub-transmission 3, and a sleeve 16 spline-engaged with the gear spline 15 is moved by a shift fork 17 to a position on the main transmission side (in the figure). When the sleeve 16 is set in the right position), the sleeve 16 spline-engages the gear spline 14 and rotates the main shaft 1 of the sub-transmission 3.
2 and the input shaft 13 of the main transmission 4 are directly connected (L
position). On the other hand, a gear 19 meshes with a gear 18 rotatably supported on the main shaft 12 of the sub-transmission 3.
The sub-shaft 20 of the sub-transmission 3 is provided with a gear 2.
1 is provided, and a gear 22 fixed to the input shaft 13 of the main transmission 4 meshes with this gear 21. Therefore, when the sleeve 16 is set to the clutch side position (the left position in the figure) and spline-engaged with the gear spline 18a of the gear 18, the rotation of the main shaft 12 of the auxiliary transmission 3 is as follows: gear 18→gear 19→ Main transmission 4 along the route of subshaft 20 → gear 21 → gear 22
The speed is increased and transmitted to the input shaft 13 (H position).

By combining the main transmission 4 and the auxiliary transmission 3 in this manner, the number of gear stages twice that of the main transmission 4 can be obtained without increasing the length of the transmission gear train too much. In this sub-transmission 3, when the sleeve 16 is set to a central neutral position in which it does not engage with either the gear spline 14 or the gear spline 18a by the neutral drive means 10, which will be described in detail later, the main shaft 12 of the sub-transmission 3 rotation is no longer transmitted to the input shaft 13 of the main transmission 4.

Next, the structure of the neutral drive means 10 that operates the shift fork 17 that moves the sleeve 16 is as follows:
This will be explained with reference to FIG. 3A. Two spring seats 31 and 32 are fixed to the rod 30, which is supported so as to be movable in the horizontal direction in the figure, and a lever engaging portion 33 is provided on the outside of one of the spring seats 31. A lever 35 that is rotated in the direction of arrow A about a fulcrum 34 is engaged with this lever engaging portion 33 by the manual operation lever 11 described above. Both spring seats 3
1 and 32, the rod 30 has a through hole 36 perpendicular to the long axis, and at a position around this through hole 36, the rod 30 has a lock that can be aligned with the through hole 36 from both sides. A sliding ring 38 having a hole 37 is slidably fitted therein. A pin 40 that is biased upward in the figure by a spring 39 is slidably disposed inside the locking hole 37, and this biased pin 40 is arranged so that the locking hole 37 is connected to the through hole 36. Once aligned, the rod 30 and the sliding ring 38 are fitted into the through hole 36 from below and then protruded above the through hole 36 to a position where the rod 30 is fitted into the locking hole 37, thereby integrating the rod 30 and the sliding ring 38. A rod 41 is fixed to this pin 40, and the rod 41 is connected to a negative pressure actuator 42.
The piston 43 is connected to the piston 43 of FIG. One end of a lever 45 that can rotate in the direction of arrow B about a fulcrum 44 is engaged with the locking hole 37 of the sliding ring 38 at a position facing the pin 40.
The other end of 5 is connected to the shift fork 17 described above. Also, near one end of this lever 45,
Negative pressure actuator 46 fixed to rod 30
A rod 48 connected to a piston 47 is connected. Spring seats 49 and 50 are mounted on the rod 30 on both sides of the sliding ring 38, and between the spring seat 49 and the spring seat 31, and the spring seat 50.
Coil springs 51 and 52 are compressed between the spring seat 32 and the spring seat 32, respectively. Therefore, the spring seats 49 and 50 are urged toward the sliding ring 38 by the coil springs 51 and 52, respectively.
0 are stoppers 53 and 54 protruding from the rod 30.
The amount of protrusion toward the sliding ring 38 is defined by this. Furthermore, two recesses 55 and 56 are provided at the right end of the rod 30 in the figure, spaced apart from each other, and a ball 59 is provided in the rod support section 57, which is urged toward the rod 30 by a coil spring 58. The ball 59 engages with either one of the recesses 55, 56 to define and maintain the two positions of the rod 30 in the left and right directions in the figure.

Next, the control means 9 for controlling the neutral drive means 10 having the above structure will be explained in detail with reference to FIG. In the accelerator fully closed state detecting means 8 described above, one end of the switch 8a configured to open when the accelerator is fully closed is connected to an ignition switch (Ig) constituting the engine operation detecting means 7.
SW) is connected to a power source (not shown), and the other end is connected to a NAND gate 60. In the shift position detection means 5, the switch 5a, which is configured to close when the main transmission 4 is in the neutral position, has one end connected to the power supply via the ignition switch (Ig SW), similar to the switch 8a. connected, and the other end is the above NAND gate 60, OR
Connected to gate 61 and flip-flop 62. In the clutch connection state detection means 6, the switch 6a, which is configured to close when the clutch 2 is connected, has one end connected to the ignition switch (Ig SW) via the ignition switch (Ig SW), similar to the switches 8a and 5a. The other end is connected to the flip-flop 62 and the AND gate 63. Here, the flip-flop 62 continues to output the "1" signal inputted via the switch 5a while the "1" signal (High level signal) is inputted via the switch 6a. When a "0" signal (Low level signal) is input, the output of the "1" signal is cut off. The output of the AND gate 63 is input to the OR gate 61,
The output of this OR gate 61 is the NAND gate 6
It is designed to be input to the AND gate 64 along with the output of 0. The output of this AND gate 64 is inputted via a timer circuit 65 to a transistor 67 that controls a relay 66 .

When the relay 66 is energized, the relay 66
6. The solenoid valve 68 is energized from the power source via the ignition switch (Ig SW), and the solenoid valve 68
will be held. This solenoid valve 68 is interposed in a negative pressure passage 70 that communicates the above-mentioned negative pressure actuator 42 with a negative pressure tank 69 that is made negative pressure by, for example, a vacuum pump driven by the engine 1. When opened, negative pressure is introduced into the negative pressure chamber 42a, and the piston 43 moves to the left in FIG. 4 (downward in FIG. 3A). When the solenoid valve 68 closes the negative pressure passage 70, the negative pressure that has been introduced into the negative pressure chamber 42a is released to the atmosphere.

When the piston 43 of the negative pressure actuator 42 is moved as described above, the pin 40 is moved so as to be pulled out from the through hole 36 of the rod 30 (see FIG. 3A). A cutoff switch 71 consisting of a limit switch or the like operated by a pin 40 is attached.
When the rod 41 is moved until it is completely pulled out of the through hole 36 and separated from the rod 30, the cut switch 71 is closed.

As shown in FIG. 4, the cutoff switch 71 has one end connected to an ignition switch (Ig SW).
The other end is connected to the power supply through the
They are connected in parallel to AND gates 72 and 73. These AND gates 72 and 73 are connected to the H and L terminals of the sub-transmission position switch 74.
Each terminal is connected. This sub-transmission position switch 74 is linked to the manual operation lever 11 or rod 30 of the sub-transmission 3 mentioned above, and is an ignition switch (Ig SW).
The common terminal connected to the power source via is selectively connected to the H terminal when the sub-transmission 3 is manually set to the H position, and to the L terminal when the sub-transmission 3 is manually set to the L position. The output of the AND gate 72 is sent to a transistor 76 which controls a relay 75, and the output of the AND gate 73 is
It is input to a transistor 78 which controls a relay 77.

When the relay 75 is energized, the relay 75
5. The electromagnetic valve 79 is energized from the power supply via the ignition switch (Ig SW), and the electromagnetic valve 79 is opened. This electromagnetic valve 79 is interposed in a negative pressure passage 80 that communicates one negative pressure chamber 46a of the negative pressure actuator 46 and the negative pressure tank 69, and when opened, it creates a negative pressure in the negative pressure chamber 46a. Pressure is introduced, and the piston 47 moves to the left in FIG.
(to the right in figure A). When the solenoid valve 79 closes the negative pressure passage 80, until then the negative pressure chamber 46a
The negative pressure introduced inside is released to the atmosphere. Similarly, when the relay 77 is energized, the solenoid valve 81
is opened, negative pressure is introduced into the other negative pressure chamber 46b of the negative pressure actuator 46 through the negative pressure passage 82, and the piston 47 moves to the right in FIG. 4 (to the left in FIG. 3A). The solenoid valve 81 is the negative pressure passage 8
2, the negative pressure that had been introduced into the negative pressure chamber 46b is released to the atmosphere.

Next, the operation of the control device of this embodiment having the above configuration will be explained. First, manual operation lever 1
1 will be described. The negative pressure actuators 42 and 46 are not operated except when the engine 1 is idling (the reason will be explained later), and the lever 4 is operated as shown in FIG. 3A.
5, since the engaging sliding ring 38 is integrated with the rod 30 by a pin 40, it operates integrally with the lever 35 via the rod 30. When the manual operation lever 11 is set to the H position, the lever 35 is set to the rotational position shown in FIG. 3A, and the lever 45 takes the rotational position shown in FIG. The sleeve 16 of FIG. 1 is set to the left position. As a result, the rotation speed of the main shaft 12 of the sub-transmission 3 is increased, and the rotation speed of the main shaft 12 of the sub-transmission 3 is increased.
is transmitted to the input shaft 13 of the main transmission 4, and the gear ratio of the main transmission 4 becomes smaller overall.

On the other hand, when the manual operation lever 11 of the sub-transmission 3 is set to the L position, the lever 35 is set to the rotational position shown in Figure 3C, and the lever 45 that moves together with the lever 35 is rotated as shown in Figure 3C. 1 and set the sleeve 16 in FIG. 1 to the right position via the shift fork 17. As a result, the main shaft 12 of the sub-transmission 3 is directly connected to the input shaft 13 of the main transmission 4, and the overall transmission ratio of the main transmission 4 is increased.

When the ignition switch (Ig SW) is turned on, the accelerator is fully closed, the main transmission 4 is in the neutral state, the clutch 2 is in the connected state, and the engine 1 is idling, the switch shown in Fig. 4 is activated. 8a is opened and the "0" signal, which is the accelerator fully closed signal D, is input to the NAND gate 60 (that is, the "1" signal from the power supply is not input), and the switch 5a is closed, and the NAND gate 60, OR
A “1” signal, which is the main transmission neutral state signal A, is input to the gate 61 and the flip-flop 62.
Further, the switch 6a is closed and the "1" signal, which is the clutch connection signal B, is input to the flip-flop 62 and the AND gate 63. In this case, the signals A and B cannot be input to the control means 9 unless the ignition switch (Ig SW) is turned on.
As soon as the engine operation signal C is input, the engine operation signal C
can be considered to have been input to the control means 9.

With the above input, NAND gate 60 and
A “1” signal is output from the OR gate 61, and the AND
A “1” signal is input from the gate 64 to the transistor 67 via the timer circuit 65. The timer circuit 65 cuts off and outputs the "1" signal from the AND gate 64 for a predetermined period of time from the rise of the "1" signal. Therefore, while the vehicle is running, the main transmission 4 is operated to change gears by operating a double clutch or the like.
Even if a state similar to idling is momentarily formed, a "1" signal is not input to the transistor 67 in that case. When the transistor 67 receives this "1" signal and turns on, the relay 66 is energized, the solenoid valve 68 is opened, and the piston 43 of the negative pressure actuator 42 is pulled downward in FIG. 3A. When the piston 43 moves in this manner, the pin 40 is moved toward the actuator 42 via the rod 41. The pin 40 is inserted into the through hole 3 of the rod 30.
completely pulled out from 6, rod 30 and sliding ring 3
8 become movable relative to each other, the cut switch 71 is closed as described above.

Therefore, at this time, the sub-transmission 3 is set to the H position (third position) by the manual operation lever 11.
Condition in Figure A) When the position switch 74 in Figure 4 is closed on the H terminal side, the AND gate 72
A “1” signal is input to the transistor 76 from the transistor 76. Then, the relay 75 is energized, the solenoid valve 79 is opened, and the piston 47 of the negative pressure actuator 46 is opened.
is moved to pull lever 45 via rod 48 as shown in FIG. 3B. As mentioned above, since the pin 40 has already been pulled out from the through hole 36 of the rod 30, the lever 45 pulled as described above
While moving the sliding ring 38 and the spring seat 50 against the force of the coil spring 52, the slide ring 38 and the spring seat 50 are rotated to the position shown in FIG. 3B. That is, the lever 45 is moved to an intermediate position between the positions shown in FIGS. 3A and 3C while the manual operation lever 11 of the auxiliary transmission 3 is set at the H position, and is moved to the intermediate position between the positions shown in FIGS. is moved to the neutral position, and the sub-transmission 3 is brought into the neutral state.

On the other hand, when the sub-transmission 3 is set to the L position (the state shown in FIG. 3C), the position switch 74 shown in FIG. A "1" signal is input. The relay 77 is then energized to open the solenoid valve 81, and the piston 47 of the negative pressure actuator 46 moves to push the lever 45 via the rod 48, as shown in FIG. 3D. Therefore, in this case as well, the lever 45 moves the sleeve 16 to the neutral position via the shift fork 17, thereby placing the sub-transmission 3 in the neutral state.

By automatically bringing the sub-transmission 3 into the neutral state when the engine 1 is idling in this way, the rotation of the engine 1 is no longer transmitted to the input shaft 13 of the main transmission 4, and the transmission gear in the main transmission 4 is There is no rattling sound.

Please note that the ignition switch (Ig SW)
ON, when the accelerator is fully closed, the main transmission 4 is in a neutral state, and the engine 1 is idling.
Even if the clutch 2 is disengaged and the output of the AND gate 63 becomes "0", the OR gate 61 outputs a "1" signal, so the sub-transmission 3 is maintained in the neutral state.

After the auxiliary transmission 3 is set to the neutral state as described above, when the clutch 2 is disengaged and the main transmission 4 is set to the running position, that is, when the driver wants to start the vehicle, the clutch 2 and the main When the transmission 4 is operated (that is, when idling is stopped), the output of the AND gate 64 becomes "0" and the transistor 67 is turned off.
Then, the relay 66 is demagnetized, the solenoid valve 68 is closed, and the negative pressure in the negative pressure chamber 42a of the negative pressure actuator 42 is released to the atmosphere. Therefore, the pin 40 that has come off the rod 30 as shown in FIG. 3B or 3D is moved toward the rod 30 by the biasing force of the spring 39. Then, the cut switch 71 is opened, and the AND gate 72 in FIG.
A “0” signal is input to 73.

Therefore, if the auxiliary transmission 3 is in the neutral state when the manual operation lever 11 is in the H position (the state shown in FIG. 3B), the transistor 76
is turned off, the solenoid valve 79 is closed, and the negative pressure in the negative pressure chamber 46a of the negative pressure actuator 46 is released to the atmosphere. Therefore, in Fig. 3B, the sliding ring 3
8 is a rod 30 pushed by a coil spring 52.
The lever 45 that is engaged with the sliding ring 38 returns to the state shown in FIG. 3A, and the auxiliary transmission 3 returns to the H position according to the position of the manual operation lever 11. It will be done. On the other hand, if the engine 1 is idling and the auxiliary transmission 3 is set to the neutral state when the manual operation lever 11 is in the L position (the state shown in Figure 3D), the transistor 78 is turned off and the solenoid valve is turned off. 80 was closed,
The negative pressure within the negative pressure chamber 46b is released to the atmosphere. Therefore, in FIG. 3D, the sliding ring 38 is connected to the coil spring 5.
1 and slides on the rod 30 to the right in the figure, and the lever 45 returns to the state shown in FIG. 3C.
The sub-transmission 3 is returned to the L position.

As mentioned above, even if the main transmission 4 is set to a traveling position other than the neutral state from the idling state and the "0" signal is directly input to the OR gate 61 via the switch 5a, the flip-flop 6
2 continues to output a "1" signal until a "0" signal is input via the switch 6a, so unless a "0" signal is output via the switch 6a,
In other words, as long as the clutch 2 is not disengaged, the OR gate 61 outputs a "1" signal, and the neutral state of the auxiliary transmission 3 is maintained. In other words, when idling, the auxiliary transmission 3 is placed in a neutral state, so that the main transmission 4 can be freely shifted and set to the driving position without disengaging the clutch 2. If Aircraft 3 were released from its neutral state, the vehicle would run out of control. Therefore, when setting the main transmission 4 to a driving position other than the neutral state,
Only when the clutch 2 is disengaged, that is, when the driver sets the main transmission 4 to the running position during the start operation, the neutral state of the auxiliary transmission 3 is released to prevent the vehicle from running out of control as described above. We are trying to prevent this.

In the neutral drive means 10 of the embodiment described above, the negative pressure actuator 4 operates the lever 45.
Two actuators are used: a negative pressure actuator 42 which operates the pin 40 to disengage the rod 30 from the lever 45. However, the actuator (negative pressure actuator 42 in the above example) that disconnects the auxiliary transmission from the manual operation lever when the auxiliary transmission is placed in the neutral state
It is also possible to operate the auxiliary transmission by a single actuator without providing a separate actuator. 5 and 6 show an example of a neutral drive means formed in this way.

FIG. 5 is a partially cutaway plan view of the neutral drive means 100, and FIG. 6 is a side sectional view thereof. Communication member 10 connected to the manual operation lever of the sub-transmission
1 is connected to a rod 102 which is supported so as to be movable in the horizontal direction in the figure. The rod 102 has a spring seat 103, similar to the rod 30 of the above embodiment.
104, 105, 106, stopper 107, 10
8 is attached, and the spring seats 103 and 105
Between the spring seats 104 and 106, coil springs 109 and 110 are compressed, respectively, and a sliding ring 111 is arranged between the spring seats 105 and 106. Arms 114 and 115 are supported on the upper part of this sliding ring 111 so as to be rotatable in the directions of arrows C and D in FIG. 5 about pins 112 and 113, respectively.
These arms 114 and 115 each have a spring 11
6 and 117, the right end portions in the figure are biased toward each other. And these arms 11
Opposing valley-shaped notches 114a and 115a are provided in the substantially horizontally extending central portions of the holes 4 and 115, respectively.
The right end portions 114b, 115b of the arms 114, 115 are bent downward so as to be located on both sides of the rod 102.

An actuator 119 having a rod 118 that is movable in the horizontal direction in the drawing is fixed to a rod 121 supported on a vertical wall 120 so as to be movable in the horizontal direction in the drawing, facing the right end surface of the rod 102 in the drawing. 118 is also slidably supported within the vertical wall 120. An engaging portion 118a having rounded ends is provided at the tip of the rod 118, and this engaging portion 118a is connected to the arm 11.
4,115 in the notches 114a, 115a.

When the engine is not idling, the piston 122 of the actuator 119 is set at the central position shown, and the engaging portion 118a is located at the deepest part of the valley-shaped cuts 114a, 115a. In this state, the spring 11
Arm 114,1 urged by 6,117
The right end portions 114b and 115b of 15 are rods 121
The sliding ring 111 and the actuator 119 are therefore integrated. When the sub-transmission manual operation lever (not shown) is operated in this state, the rod 102 moves the actuator 1
The lever 123, which is engaged with the sliding ring 111, is moved from side to side in the figure while keeping the lever 19 fixed.
4 and operate a shift fork (not shown) connected to the lever 123 to set the sub-transmission to each position.

When the engine is idling and the piston 122 of the actuator 119 is moved to the right or left in the figure, the engaging portion 118a at the tip of the rod 118 comes off the deepest part of the notches 114a, 115a, and the arms 114, 115 are moved. open outwards. As a result, the right ends 114b, 115b of these arms 114, 115 are separated from the rod 121, and the sliding ring 111 supporting these arms 114, 115 can now freely slide on the rod 102. 118 to rotate the lever 123 to a position that places the sub-transmission in a neutral state.

Idling is aborted and actuator 1
When the piston 122 of No. 19 is returned to the central position shown in the figure, the sliding ring 111 is biased by the coil spring 109 or the coil spring 110 and moves the lever to the rotation position set by the manual operation lever for the auxiliary transmission. Return to the position where 123 is returned. When the engaging portion 118a enters the deepest part of the notches 114a, 115a, the arms 114, 115
grips the rod 121 and moves the actuator 119
and rod 121 are integrated, and the sub-transmission is in a state where it can be normally operated manually.

The control means for operating the neutral drive means 100 as described above is configured to output a signal for operating the actuator 119 in a direction corresponding to the manual position of the sub-transmission when receiving a signal indicating engine idling. Bye.

[Brief explanation of drawings]

Fig. 1 is an overall system diagram of a control device for a sub-transmission for a vehicle according to an embodiment of the present invention, Fig. 2 is a partially cutaway side view of the transmission in the above embodiment, and Figs.
3D diagrams are schematic diagrams showing different operating states of the neutral drive means of the above embodiment, FIG. 4 is a block diagram showing the control means of the above embodiment, and FIGS. FIG. 3 is a partially cutaway plan view and a side sectional view showing the driving means. DESCRIPTION OF SYMBOLS 1...Engine, 3...Sub-transmission, 4...Main transmission, 5...Shift position detection means, 7...Engine operation detection means, 8...Accelerator fully closed state detection means, 9...Control means , 10... Neutral drive means, 65... Timer circuit, A... Neutral position signal, C... Engine operating signal, D... Accelerator fully closed signal, E... Operating signal.

Claims (1)

[Scope of Claims] 1. In a vehicle equipped with a manual transmission in which an auxiliary transmission is provided between the main transmission and the engine, there is provided a neutral drive means for placing the auxiliary transmission in a neutral state, and detecting operation of the engine. an engine operation detection means for detecting the neutral state of the main transmission; a shift position detection means for detecting the neutral state of the main transmission; and an accelerator fully closed state detection means for detecting the fully closed state of the accelerator; and a delay means that outputs a signal when the accelerator is fully closed and the main transmission remains in a neutral state for a predetermined period of time, and when the signal is output from the delay means, the neutral drive means is actuated. A control device for a vehicular auxiliary transmission, comprising a control means for inputting a signal to put the auxiliary transmission in a neutral state.