JPH06272761A - Semi-automatic transmission - Google Patents

Abstract

PURPOSE:To surely avoid engine stop at the time of emergency by reducing the shift operating load of a driver largely without causing an increase in manufacturing cost and size. CONSTITUTION:This semi-automatic transmission is provided with an actuator 2A for clutch, an actuator 3A for gear shifting of the transmission, a manual/ automatic selective operation means 5 for switching between a manual shift mode for shifting the speeds of the transmission remotely by hand and an automatic shift mode for shifting the speeds automatically based on a speed selecting map, a shift operating means 4, and a control means 11 which electrically- controls respective actuators according to these parameters of the means. An emergency brake control part 11E which controls so as to release a link with a clutch mechanism 2 automatically when an emergency brake is operated is also mounted.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a manual shift mode in which a gear shift actuator is manually operated to transmit a gear shift command as an electric signal to a gear shift actuator to shift gears while operating the gear shift actuator remotely. The present invention relates to a semi-automatic transmission device having an automatic shift mode in which an automatic shift according to the state is performed, and particularly to a so-called emergency brake operation in which a sudden braking operation is performed without performing a clutch mechanism disengagement operation. The present invention relates to a semi-automatic transmission device that is considered to be avoidable.

[0002]

2. Description of the Related Art Manual transmissions are still predominant in large vehicles such as buses and trucks. However, in such manual transmissions, in general, a change lever (= shift operation means) on the driver's side, The transmission attached to the output part of the engine is both mechanical, and the change lever and the transmission are mechanically connected by a link mechanism such as a control rod.

In such a mechanical transmission, the driving of the gear mechanism during shifting depends on the shift operation force of the driver, and the driver is required to have a required operation force. For this reason, this shift operation becomes a heavy burden on the driver, especially when the shift operation is frequently required such as when driving in an urban area. Therefore, a remotely operated transmission device has been developed in which an actuator for driving the gears in a transmission is provided to drive the actuator and the actuator is remotely operated via an electric signal.

That is, as the actuator, for example, an electromagnetic control valve is controlled by using a pneumatic pressure, a hydraulic pressure, or the like as a drive source to shift the meshed state of the gears in the transmission. On the other hand, when the change lever is operated, a required electric signal is output accordingly. Then, it receives the signal from the change lever and outputs a required electric signal to the control valve on the actuator side of the transmission to control the control valve.

As a result, the shift can be performed with a small force simply by operating the change lever,
The driver's burden on the shift operation is reduced.

[0006]

By the way, in order to further reduce the load on the driver regarding the shift operation, an automatic transmission may be adopted. In the case of small vehicles, the mainstream of this automatic transmission employs a torque converter instead of the clutch, but in large vehicles such as buses and trucks, the amount of drive torque transmitted is large and the torque converter burden is large. Therefore, like the manual transmission, an actuator for automatically connecting and disconnecting the clutch is provided so that the shift can be performed without stepping on the clutch pedal.

However, when the clutch is engaged or disengaged, a shift shock of the vehicle or an engine stop is apt to occur. Therefore, in order to avoid these problems, the clutch engaging / disengaging operation should be appropriately performed, and at the same time, the engine should be rotated. It is necessary to control the number. For example, when engaging the clutch, it is necessary to gradually perform clutch meet while adjusting the engine rotation state so that the rotation states of the input side and the output side of the clutch gradually approach each other. .

In order to meet such requirements, the actuator itself for connecting and disconnecting the clutch becomes complicated,
The control of the actuator becomes complicated, resulting in a large increase in manufacturing cost and an increase in size of the device.
By the way, when the shift stage is a high-speed stage, delicate control is not required for the clutch meet, and it is possible to simply connect and disconnect the clutch, for example, on / off control.

Therefore, as a means for solving the above-mentioned problems, automatic shifting can be performed only when the shift stage is a high speed stage, and when the shift stage is lower than such a high shift stage, only the manual shift is performed. It is conceivable to configure it as follows. In particular, when the shift stage is a high shift stage, it is convenient for the driver to select a desired shift mode from the automatic shift mode and the manual shift mode.

By the way, generally, in a vehicle equipped with a manual transmission, if the driver operates the brake to reduce the vehicle speed, the engine is stopped (stalled) unless the driver disengages the clutch. On the other hand, in the automatic transmission, the driver's clutch operation is unnecessary, so even if the vehicle speed is reduced by operating the brake, engine stall can be avoided without the driver's clutch operation.

In a vehicle equipped with a manual transmission, avoidance of engine stall due to braking must rely on the driver's operation. However, at the time of emergency braking (such an emergency braking is also referred to as panic braking), since the driver has no psychological margin, the clutch disengaging operation may be forgotten. In particular, as described above, if the automatic shift mode and the manual shift mode can be selected,
The clutch disengagement operation for avoiding engine stall accompanying braking is
It is not required in the automatic shift mode, but is required in the manual shift mode. For this reason, it is assumed that the driver tends to forget the clutch disengagement operation at the time of manual gear shifting, and there is a stronger possibility that the driver forgets the clutch disengagement operation during the emergency braking described above.

The present invention was devised in view of the above-mentioned problems, and allows the shift mode to be selected from the automatic shift mode and the manual shift mode without causing a significant increase in manufacturing cost or an increase in the size of the apparatus. An object of the present invention is to provide a semi-automatic transmission device which can reduce various loads on the driver regarding the operation and can automatically avoid engine stall during emergency braking.

[0013]

Therefore, the semi-automatic transmission apparatus of the present invention according to claim 1 is provided with a clutch mechanism provided at an output portion of an engine for a vehicle and the clutch mechanism according to the operation of a clutch pedal. A clutch actuator that drives the clutch mechanism to connect and disconnect, and operates in response to an electric signal to connect and disconnect the clutch mechanism, and a plurality of rotational speeds based on the drive torque input from the engine via the clutch mechanism. A transmission having a gear mechanism capable of changing gears in a gear, and a gear shift actuator that operates in response to an electric signal to shift the meshing state of the gear mechanism of the transmission to shift the gear to a desired state; A hand for selectively switching between a manual shift mode in which the gear is manually shifted and an automatic shift mode in which the gear is automatically shifted. And automatic selection operating means, and an operation means for performing an operation for manually shifting the speed-change stage,
Shift operation means for outputting a signal according to the operation, engine load detection means for detecting the load state of the engine,
A command to the clutch actuator and the gear shift actuator based on signals from the traveling state detecting means for detecting the traveling state of the vehicle, the manual / automatic selection operating means, the shift operating means and the traveling state detecting means. A control means for outputting a signal to control the operation of the gear shift actuator in response to signals from the accelerator command means and the shift operating means when the manual shift mode is selected. A command signal to the remote control unit for manual shifting by remote control, and when the automatic shift mode is selected, detection from the engine load detecting means and the traveling state detecting means is performed. According to the signal, the shift speed is selected with reference to the shift speed selection map, and the clutch actuator and the gear shift actuator are selected. It outputs a command signal to the controller and controls the clutch disengagement operation, gear shift operation and clutch engagement operation to perform automatic gear shift control. An emergency brake determination means for determining whether or not the operation is performed, and an emergency control signal is output to the clutch actuator so as to automatically release the connection of the clutch mechanism during the emergency brake operation based on the information from the emergency brake determination means. And an emergency braking control unit are provided.

Further, in the semi-automatic transmission apparatus according to the present invention as defined in claim 2, in addition to the structure according to claim 1, the emergency braking determination means is such that the deceleration of the vehicle at the time of braking is equal to or greater than a specified value. Is set so that it is determined that the emergency braking operation is being performed. A semi-automatic transmission apparatus according to a third aspect of the present invention includes, in addition to the configuration according to the first or second aspect, a wheel lock detecting unit that detects a lock state of wheels of the vehicle and the clutch pedal. A clutch engagement / disconnection detecting means for detecting a disengagement operation of the clutch mechanism, and the emergency braking control section outputs the wheel lock detecting means and the clutch engagement / disengagement detection during output of a control signal for disengagement of the clutch mechanism. On the basis of the information from the means, on the condition that the wheels are not in the locked state or the clutch mechanism is operated to be disengaged, the output of the emergency control signal is stopped and the manual clutch corresponding to the operation of the clutch pedal. It is characterized in that it is set to return to control.

[0015]

In the semi-automatic transmission apparatus of the present invention as set forth in claim 1, first, the manual shift mode for manually shifting the shift stage and the shift stage are automatically shifted through the manual / automatic selection operation means. Select either the automatic shift mode or. Then, when the manual shift mode is selected, when the shift operation is manually performed through the shift operation means, the shift operation means outputs a command signal according to the operation. Then, the gear shift actuator drives the gear mechanism of the transmission in response to the command signal.

At this time, the clutch actuator appropriately drives the clutch in accordance with the operation of the clutch pedal. In the control means, based on this signal,
Outputs a command signal (electrical signal) to the gear shift actuator. The gear shift actuator operates in response to this command signal to shift the gear stage to a desired state while switching the meshing state of the gear mechanism of the transmission.

On the other hand, when the automatic shift mode is selected,
The control means selects a shift speed according to the detection signals from the engine load detection means and the running state detection means while referring to the shift speed selection map, and outputs a command signal to the clutch actuator and the gear shift actuator. . Then, when a so-called emergency braking operation is performed in which the sudden braking operation is performed without performing the disengagement operation of the clutch mechanism, the emergency braking determination means determines this. The emergency braking control unit outputs a control signal to the clutch actuator so as to automatically release the connection of the clutch mechanism at the time of emergency braking operation based on the information from the emergency braking determination means. As a result, during sudden braking,
The clutch mechanism is automatically disengaged to avoid stopping the engine during emergency braking.

Further, in the semi-automatic transmission apparatus according to the present invention as defined in claim 2, the emergency brake determination means performs the emergency brake operation when the deceleration of the vehicle during the brake operation is equal to or more than a specified value. I judge that
The sudden braking is surely executed, and then the clutch mechanism is disengaged. Further, in the semi-automatic transmission apparatus of the present invention according to claim 3, the wheel lock detecting means detects the locked state of the wheels of the vehicle, and the clutch engagement / disengagement detecting means operates the clutch pedal to disengage the clutch mechanism. Is detected. Then, in the emergency braking time control unit, based on the information from the wheel lock detection means and the clutch connection / disconnection detection means, while the control signal for disengaging the clutch mechanism is being output, when the wheels are not locked, or When the clutch mechanism is being disengaged, the output of the emergency control signal is stopped. As a result, the clutch mechanism returns to the manual clutch control according to the operation of the clutch pedal.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A semi-automatic transmission device as an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram thereof, and FIG. 2 shows its shift operating means (change lever). FIG. 3 is a perspective view, FIG. 3 is a diagram showing a shift pattern of the shift operating means (change lever), FIG. 4 is a schematic configuration diagram showing the clutch actuator and gear shift actuator, and FIGS. FIG. 7 is a flow chart showing the (main routine), FIG. 7 is a flow chart showing the flow of finger shift control (finger shift routine), and FIG. 8 is a flow chart showing the flow of automatic shift control (automatic shift routine).

The semi-automatic transmission apparatus of this embodiment is installed in a diesel engine 1 provided in a vehicle, and as shown in FIG. 1, a clutch mechanism 2 attached to an output portion of the engine 1, Transmission main body (semi-automatic transmission main body) 3, control means for semi-automatic transmission 3 (semi-automatic T / M control unit) 11, control means for electronic governor 1A of engine 1 (electronic governor control unit) 12, It has

The engine 1 is a diesel engine, and as described above, the electronic control governor (electronic governor) 1 is used.
It has A. The clutch mechanism 2 is additionally provided with a clutch booster 2A that functions as a clutch actuator. The clutch booster 2A is an air tank 3
The clutch mechanism 2 is driven to connect and disconnect depending on the state of air supply from 1.

The transmission main body 3 has seven forward gears and one reverse gear, and is equipped with a gear shift unit (GSU) 3A as a gear shift actuator. The gear shift unit 3A shifts and drives the shift stage to a desired state while switching the meshing state of the gear mechanism of the transmission main body 3. And these electronic governors 1A,
The clutch booster 2A and the gear shift unit 3A are
The semi-automatic T / M control unit 11 and the electronic governor control unit 12 are controlled by electric signals.

Semi-automatic T / M control unit 11
Includes a change lever unit as shift operating means 4, a manual / automatic changeover switch (or an automatic shift selection switch) as manual / automatic selection operating means 5, an optimal shift switch 26 as optimal shift mode setting means, and a vehicle speed sensor 21. , A clutch switch (not shown), a transmission gear sensor (not shown) and a clutch rotation speed sensor 22, an electronic governor control unit 12, an emergency switch 23, a display unit 13 as a display means, a signal sound (a beep sound) at the time of mode switching. ) Generating switching buzzer 13A and alarm buzzer 14 are respectively connected.

The semi-automatic T / M control unit 11 includes a clutch pedal 6 in the manual shift mode.
Also, in response to a signal from the change lever 4A as a shift operation lever, a command signal is output to the gear shift unit 3A to perform a manual shift control by remote operation, and a remote operation control unit for manual shift 11A, and in the automatic shift mode. , A command signal is output to the clutch booster 2A and the gear shift unit 3A in response to a detection signal from a vehicle speed sensor 21 as a traveling state detection means and a depression amount sensor 7A of an accelerator pedal 7 as an engine load sensor to perform a clutch disengagement operation. An automatic shift remote control unit 11B is provided for performing automatic shift control by controlling a gear shift operation and a clutch engagement operation.

Further, the semi-automatic T / M control unit 11 is provided with an emergency brake judging means 11C, a wheel lock detecting means 11D, and an emergency braking control section 11E. The emergency braking determination means 11C is
A brake switch (not shown) or the like receives a signal indicating whether or not a brake operation has been performed, and a vehicle deceleration (vehicle speed change rate) signal such as a vehicle speed sensor or longitudinal acceleration sensor, which reduces the vehicle When the speed is equal to or higher than a specified value (threshold), it is determined that the emergency braking operation is performed. Note that this threshold value is a sufficiently large value, and a brake operation in which the wheels are locked or in a state close to a lock is determined as an emergency brake operation.

The wheel lock detecting means 11D detects the locked state of the wheels of the vehicle, but here, the vehicle speed (wheel speed).
When is less than the specified value, the vehicle is in the locked state, and when the vehicle speed (wheel speed) is more than the specified value, it is determined that the vehicle is not in the locked state. Emergency braking control unit 11E
Is an emergency control signal to the gear shift unit (clutch actuator) 3A so as to automatically release the connection of the clutch mechanism 2 in priority to other controls based on the information from the emergency brake determination means 11C. Is output. As a result, even if the driver forgets to step on the clutch pedal 6 during emergency braking, the clutch mechanism 2 is automatically released from the engagement, and the engine stop is avoided.

When it is no longer necessary to continue the emergency clutch control, the emergency braking control section 11E terminates this control and performs normal clutch control, that is, the connection / disconnection of the clutch mechanism corresponding to the operation of the clutch pedal 6. It is designed to return to control. Here, the wheel lock detection means 11
When the wheels are returned from the locked state to the unlocked state or when the clutch pedal 6 is stepped on the basis of information from D and a clutch switch (not shown) that detects the operating state of the clutch pedal. , Is set to release the emergency clutch control. As a result, the emergency clutch control is released when the normal braking state is reached.

In the semi-automatic T / M control unit 11, the target shift speed in the automatic shift control is set by a map from the accelerator pedal depression amount as the engine load or the throttle opening and the vehicle speed. However, when the brake pedal is depressed, when the brake pedal is not depressed but the exhaust brake is in operation, and when the brake pedal is not depressed and the exhaust brake is not in operation (during normal driving), A shift map (shift stage selection map) corresponding to each traveling state is provided, and the shift shift map is selected according to each traveling state. Further, during normal traveling, three types of shift shift maps MAP are prepared.

That is, the shift map map1 during the normal shift
As the maps map1N, map1P, and map1E, the map map1N is a standard shift map (normal shift map), whereas the map map1P has a higher engine speed range than the normal shift map map1N. It is a power shift map that is used to obtain a large engine output, and the map map1E is an economy shift map that makes it possible to economically drive the engine by using a lower engine speed range than the normal shift map map1N. Is.

Also, the electronic governor control unit 1
2, an electronic governor 1A, an accelerator depression amount sensor 24,
The engine speed sensor 25 and the semi-automatic T / M control unit 11 are connected to each other. In addition,
The accelerator depression amount sensor 24 is attached to the accelerator pedal 7. When the manual shift mode is selected through the manual / automatic changeover switch 5, the change lever unit 4 is moved through the semi-automatic T / M control unit 11.
The gear shift unit 3A is remotely operated based on a command from the. In this case, the shift control is performed through the change lever unit 4 by manually operating the change lever unit 4, but since the shift operation can be performed with an extremely small operating force at the time of operation, this control is called finger touch control or finger control. It is also called a finger touch shift mode instead of the manual shift mode.

When the automatic shift mode is selected through the manual / automatic changeover switch 5, the automatic shift mode is executed under certain conditions.
The gear shift unit 3A and the clutch booster 2A are remotely operated through the semi-automatic T / M control unit 11 based on various information, and the electronic governor 1A is operated through the electronic governor control unit 12 based on various information. Can be operated remotely. Note that the above-mentioned certain condition is a traveling state in which the shift speed can be set to the high speed of the fourth speed to the seventh speed, and thus, the automatic shift mode is set only when the high speed can be selected. The reason is as follows.

That is, when the clutch is engaged or disengaged, a shift shock of the vehicle or an engine stop is apt to occur, which easily occurs when the clutch is selected in the low speed stage, but occurs when the clutch is selected in the high speed stage. Hateful.
Therefore, when the clutch is in the low speed stage, it is necessary to adjust the clutch pressure extremely delicately in order to avoid a shift shock or engine stop, and the clutch booster 2A is inevitably inevitable.
Becomes complicated and its control becomes complicated. However, when the clutch is in the high speed stage, the connecting / disconnecting operation of the clutch can be performed by a simple on / off operation. Therefore, here, the execution condition of the automatic shift mode is set to the traveling state in which the high speed can be selected so that the structure of the clutch booster 2A and the control thereof can be prevented from becoming complicated.

By the way, the change lever unit 4 is
As shown in FIG. 2, the change lever 4A is provided with a relatively short stroke.
A manual / automatic changeover switch 5 is installed on the side of the.
The shift pattern of the change lever 4A is as shown in FIG. 3, and N (neutral), R (reverse), S (running) as a non-shift position, and UP as a shift-up command position. (Shift up) and DOWN (shift down) as a shift down command position
With five positions, the shift pattern used during normal driving is S position, UP position and DO.
The WN position and the I-shaped shift pattern are arranged in a line. When the change lever 4A is moved to the N position, the R position, and the S position, the change lever 4A stops at this position even if the change lever 4A is released after the operation.
In the OWN position, when the hand is released from the change lever 4A, it automatically returns to the S position.

Therefore, except during the shift operation, the change lever 4A is set to N (neutral) or S (running).
In this position, the selected gear cannot be recognized from the position of the change lever 4A. Therefore, in this device, the semi-automatic T / M control unit 11
In response to a signal from the display unit 13, the display unit 13 displays the current gear, that is, the first speed, the second speed, the third speed, the fourth speed, the fifth speed.
6th, 7th, R (reverse), N (neutral)
Is displayed. The display unit 13 also displays the shift mode as the automatic shift mode or the manual shift mode by turning on or off the automatic shift indicator lamp.

A command signal is output according to each position of N, S, UP, DOWN, and R. The command signal is output even at a transitional position between the positions. That is, S
Between position and UP position, S position and D
A command signal corresponding to the S position is output between the OWN position, and a command signal corresponding to the N position is output between the N position and the R position and between the N position and the S position. Has become.
In other words, the UP, DOWN, and R command signals are issued only when the change lever 4A enters these positions, and in the transitional position, the N position signal is given priority first, and the second position is given priority. The S position signal is prioritized.

Further, the change lever unit 4 is provided with a mechanism (reaction force applying mechanism) 27 which can apply an operation reaction force when the change lever 4A is operated. In this reaction force applying mechanism, a semi-automatic T / According to a command signal from the M control unit 11, it is possible to switch between a state in which a reaction force is applied and a state in which a reaction force is removed.
The reaction force applying mechanism 27 is a mechanism for applying a reaction force toward the S or N position side in the vicinity of the UP, DOWN, and R when the UP, DOWN, and R shift positions are operated. Then, in the vicinity of the N and S positions, control is performed through the semi-automatic T / M control unit 11 so that a reaction force is not generated.

Further, the change lever 4A is used for a normal shift shift in the manual shift mode, but when it is switched to the automatic shift mode, it can be used for a shift map switching operation. . That is, when switching to the automatic shift mode, first, the normal shift map map1N is set to the normal shift shift map shift map map1, but after this, the change lever 4
When A is operated to shift up, it is switched to a power shift map on the economy side of the current state, and when operated to shift down, it is switched to a power shift map on the power side than the current state.

That is, the current normal shift map m
If ap1 is the normal shift map map1N, a shift-up operation switches to the economy shift map map1E on the first-stage economy side, and a down-shift operation changes the power shift map map1P on the first-stage power side. Can be switched to. The current normal shift map map1 is the economy shift map m
If it is ap1E, it is switched to the normal shift map map1N on the power side of the first stage by a shift down operation, and if the current normal shift map map1 at the time of normal shift is the power shift map map1P, a shift up operation is performed. The normal shift map map1N on the economy side of the first stage is switched to.

The manual / automatic changeover switch 5 is a momentary switch, and the shift mode is switched by touching (or pushing) the switch 5.
That is, in the manual shift mode, by touching (or pushing) the manual / automatic changeover switch 5, it is switched to the automatic shift mode, and in the automatic shift mode, touching (or pushing) the manual / automatic changeover switch 5. By doing so, it is possible to switch to the manual shift mode.

The manual / automatic changeover switch 5 may be a contact switch or a push switch, but in the case of a contact switch, there is no problem because the state itself of the manual / automatic changeover switch 5 does not change during operation. , When using a switch that changes state during operation, such as a push switch,
Instead of the on / off switch 5 ′ shown in FIG. 8B, the automatic return switch shown in FIG. 8A is referred to as the manual / automatic switch 5. That is, the manual / automatic changeover switch 5 is a return switch that automatically returns to the state before the operation after the operation.

In FIG. 8, 5A and 5A 'are pressing portions (push buttons) of the switch, 5B, 5C, 5B' and 5A.
C'and 5D 'are contacts. By doing so, the manual / automatic changeover switch 5 is always held in a constant state except at least during operation. And, whether the shift mode is the automatic shift mode or the manual shift mode,
As described above, since it is displayed on the display unit 13 by turning on or off the automatic shift indicator lamp, the driver can sufficiently recognize the shift mode state during driving.

When the change lever 4A enters the UP position or the DOWN position, the optimum shift switch 26 is set to the optimum shift mode in which a command signal is output so as to directly shift up or down to the optimum shift speed while skipping the intermediate shift speed. It can be set. That is,
If the change lever 4A is moved to the UP position with the optimum shift switch 26 turned on, the highest speed SNmax within the required engine speed range (in this example, 600 rpm or more and 2300 rpm or less),
That is, the uppermost gear stage SNmax is set as the target gear stage SNC in the range of the lower limit number of revolutions of 600 rpm or more in the engine revolution range. Further, if the change lever 4A is put in the DOWN position with the optimum shift switch 26 turned on, the change is within the required engine speed range (in this example, at 23 rpm at 600 rpm or more).
00 rpm or less), the lowest gear stage SNmax, that is, the lower gear stage SNmin is the target gear stage SNC within a range of the engine speed range of 2300 rpm or less.
Is set as.

As the optimum shift switch 26,
A switch that turns on only when pressed with your hand and returns to off when you release your hand, or a switch that switches on and off each time you press it and that the switched state continues when you release your hand, etc. Can be considered. An air line system and a hydraulic line system that drive the gear shift unit 3A and the clutch booster 2A are configured as shown in FIG.

In FIG. 4, reference numeral 31 is a main air tank to which an emergency tank 31C is attached.
A sub air tank 31A has a brake tank and a wet tank. 31B is a sub air tank of the brake tank. Further, 32 is an air pipe (air hose), 33 is a check valve, 34 is a double check valve, and 35A to 35C are low air pressure switches.

Reference numerals 36A to 36D are electromagnetic 3-way valves. Here, the valve 36A is the MVH and the valve 3 is a valve.
6B is also referred to as MVP, valve 36C as MVR, and valve 36D as MVW. 36E and 36F are electromagnetic valves, and the valve 36E is for supplying air.
It is also called VX, and the valve 36E is for bleeding air and is also called MVY here.

These electromagnetic valves 36A, 36B, 36
All of C, 36E, and 36F are switched according to a command signal from the semi-automatic T / M control unit 11. The electromagnetic 3-way valve 36A is for switching the reaction force state of the change lever 4A. When the reaction force is applied to the change lever 4A, the air hose 32 is opened, and when the reaction force of the change lever 4A is released. It is discharged.

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

The electromagnetic 3-way valve 36C is for switching the shift force in the gear shift unit 3A. When the shift force is in the normal state (not large), the discharge state is set, and when the shift force is increased, the communication state is set. To be done. Further, the clutch 2 is in a separated state (disengaged state) when air pressure is supplied to the clutch booster 2A, and is in a joined state (contact state) when the air pressure in the clutch booster 2A is released. Then, when the electromagnetic valve 36E operates, air pressure is supplied to the clutch booster 2A and the clutch 2 is separated, and when the electromagnetic valve 36F operates, the air pressure of the clutch booster 2A is removed and the clutch 2 is connected. Is set.

The electromagnetic 3-way valve 36D is the clutch booster 2A formed by the electromagnetic valves 36E and 36F through such a semi-automatic T / M control unit 11.
This is for enabling the clutch 2 to be switched to the engaged state in an emergency when the drive system and the control system of 2 fail and the clutch 2 is in the separated state. Normally, the air hose 32 is in a communication state in which it is opened. During an emergency, the clutch booster 2A is in a discharge state in which the air pressure is removed.

In this embodiment, the electromagnetic 3-way valve 3
6D turns on in conjunction with the manual / automatic changeover switch 5.
When turned off and the changeover switch 5 is set to automatic, it is turned on to establish a communication state, and when the changeover switch 5 is set to the manual shift mode, it is turned off and enters a discharge state. Therefore, in an emergency, if the changeover switch 5 is set to the manual shift mode, the air pressure of the clutch booster 2A is removed, and the clutch 2 is brought into the engagement state (contact state).

The clutch control by the emergency braking control section 11E is performed by the valve 36D (MVW) or the valve 3D.
It is performed through control of 6F (MVY). In addition, 37
A is a low pressure reducing valve with an output air pressure of 3.9 kg / cm ² , and 37B is an output air pressure of 7.5, for example.
It is a high pressure reducing valve of kg / cm ² .

Reference numeral 38 is a relay valve, and this relay valve 38 is interposed in an air hose 32 for supplying air pressure from the sub air tank 31A to the clutch booster 2A. Further, the relay valve 38 is used for the clutch pedal 6
When the clutch pedal 6 is not depressed, the master cylinder 6A, which operates according to the depression of the clutch pedal 6A, is connected to the master cylinder 6A. When the clutch pedal 6 is depressed, the clutch booster 2A is supplied with air pressure, and the clutch 2
Are separated from each other.

Reference numeral 39 is an air dryer. Further, in the gear shift unit 3A, although not shown, M
Six electromagnetic valves VA to MVF are provided, and the meshing state of the gear mechanism is switched according to opening / closing of these valves. These electromagnetic valves MVA to MVF are also
Each of them is switched according to a command signal from the semi-automatic T / M control unit 11.

By the way, in this device, the transmission control mode includes a manual shift mode and an automatic shift mode. When the shift mode is set but the setting conditions of the automatic shift mode are not satisfied, the manual shift mode is set. At this time, the semi-automatic T / M control unit 11 controls the electromagnetic valves 36A, 36C (that is, MVH, MVR) and MVA to MVF as follows.

In this manual shift mode, if the clutch pedal 6 is not depressed (that is, the clutch switch is not turned on), the electromagnetic 3-way valve 36A is discharged and the reaction force cannot be applied to the change lever 4A. (Reaction force removed state). At the same time, even if the change lever 4A is operated, no switching operation signal is output to the electromagnetic valves MVA to MVF in the gear shift unit 3A.

On the other hand, when the clutch pedal 6 is depressed, the semi-automatic T / M control unit 11 receives the ON signal of the clutch switch and puts the electromagnetic 3-way valve 36A into the communicating state to apply a reaction force to the change lever 4A. It is in a possible state. At the same time, an operation signal is output to the electromagnetic valves MVA to MVF in the gear shift unit 3A according to the operation of the change lever 4A. However, at this time, different control is performed depending on whether the vehicle is in a running state or a stopped state.

The traveling state in this case is a forward traveling state, and is included in the stopped state when the vehicle is moving backward. For example, the vehicle speed sensor 2 determines whether the vehicle is in the traveling state or in the stopped state.
The vehicle speed detection value from 1 is compared with a preset threshold value (extremely low vehicle speed value), and if the vehicle speed detection value is smaller than the threshold value, it is determined to be in a stopped state, and if the vehicle speed detection value is equal to or more than the threshold value, the running state. Can be determined.

When the vehicle is stopped and the shift lever 4A is instructed to shift from the N position to the R position while the clutch pedal 6 is stepped on, the semi-automatic T / M control unit 11 shifts the gear shift unit 3A. The operation signal is output to the corresponding electromagnetic valve among the electromagnetic valves MVA to MVF, and the meshing state of the gear mechanism of the transmission main body 3 is switched to the R position.

At this time, the semi-automatic T / M control unit 11 receives the actually selected shift speed information from the transmission gear sensor (not shown) and outputs it from the semi-automatic T / M control unit 11. It is determined that the shift operation is completed when the selected shift speed matches the command shift speed compared to the command shift speed (target shift speed). At the time of shifting the change lever 4A, the electromagnetic 3-way valve 36A is kept in the communicating state as described above to continuously apply the reaction force to the change lever 4A until the shift operation is completed. The three-way valve 36A is discharged to remove the reaction force of the change lever 4A.

When the change lever 4A is instructed to shift from the N position to the S position while the clutch pedal 6 is being depressed while the vehicle is stopped, the transmission main body 3 is only required by this.
The meshing state of the gear mechanism is maintained in the N state (neutral state), but if a shift command is subsequently issued from the S position to the UP position, the semi-automatic T / M control unit 11 causes the gear shift unit 3A to move. An operation signal is output to the corresponding electromagnetic valve among the electromagnetic valves MVA to MVF, and the meshing state of the gear mechanism of the transmission main body 3 is switched to the second speed position.

When the shift lever 4A is instructed to shift to the DOWN position from the N position to the S position while the clutch pedal 6 is being depressed while the vehicle is stopped, the semi-automatic T / M control unit 11 causes the gear shift unit 3A to move. The operation signal is output to the corresponding electromagnetic valve among the electromagnetic valves MVA to MVF of No. 1, and the meshing state of the gear mechanism of the transmission body 3 is switched to the first speed position.

Even when shifting to the second speed position or the first speed position, the semi-automatic T / M control unit 11 receives information on the actually selected shift speed from the transmission gear sensor (not shown). During the shift of the change lever 4A, the electromagnetic 3-way valve 36A is operated as described above until the shift operation is completed.
And the reaction force is applied to the change lever 4A to complete the shift operation, the magnetic 3-way valve 36
The reaction force of the change lever 4A is removed by putting A in the ejecting state.

If the change lever 4A is returned to the N position or the S position before the shift operation is completed at the time of each shift to the R position, the second speed position or the first speed position, the gear shift operation is performed. The meshing state of the gear mechanism of the machine body 3 is set back to the N state (neutral state). When the shift lever 4A is instructed to shift from the S position or the R position to the N position while the clutch pedal 6 is being depressed while the vehicle is stopped, the gear mechanism of the transmission main body 3 is in the meshed state of N.
It can be switched to the state (neutral state).

On the other hand, when the vehicle is in a traveling state (forward traveling state), shifting of the transmission main body 3 to the R position is prohibited. That is, when the change lever 4A is instructed to shift from the N position to the R position while the clutch pedal 6 is being depressed while the vehicle is running, the semi-automatic T / M control unit 11 sends a shift signal corresponding to this instruction. Instead of being output, an operation signal is output to the warning buzzer 14, and a warning is given to the driver by a warning sound.

When the change lever 4A is instructed to shift from the N position to the S position while the clutch pedal 6 is being depressed while the vehicle is running, the transmission main body 3 is only required by this.
The meshing state of the gear mechanism is maintained in the N state (neutral state), but if a shift command is subsequently issued from the S position to the UP position or the DOWN position, the semi-automatic T / M control unit 11 Vehicle speed sensor 2
Based on the detection information of No. 1, the optimum shift speed is set according to the vehicle speed. Then, from the semi-automatic T / M control unit 11 to the electromagnetic valve M of the gear shift unit 3A.
An operation signal is output to the electromagnetic valve corresponding to the set gear position of VA to MVF, and the meshing state of the gear mechanism of the transmission main body 3 is switched to the optimum gear position.

When the shift lever 4A is instructed to shift from the S position to the UP position while the clutch pedal 6 is being depressed while the vehicle is running, the semi-automatic T / M is used except when the S position is in the neutral state. In the control unit 11, unless the current gear is already set to the highest speed (7th speed), the gear higher than the current gear is set. Then, the semi-automatic T / M control unit 11 outputs an operation signal to the electromagnetic valve corresponding to the set speed stage among the electromagnetic valves MVA to MVF of the gear shift unit 3A, and the gear mechanism of the transmission main body 3 is operated. The meshed state is shifted up to a gear position that is one gear higher than the current gear position.

When the clutch pedal 6 is depressed while the vehicle is running, the change lever 4A moves from the S position to the DOWN position.
When the shift command is issued to the position, the current shift speed is not already set to the lowest speed (first speed) in the semi-automatic T / M control unit 11 except when the neutral position is set in the S position. As long as the engine does not overrun at the gear after the downshift, the gear that is one step lower than the current gear is set. Then, the semi-automatic T / M control unit 11 outputs an operation signal to the electromagnetic valve corresponding to the set gear stage among the electromagnetic valves MVA to MVF of the gear shift unit 3A, and the gear mechanism of the transmission main body 3 is operated. The meshed state is downshifted to the position of the shift stage which is one stage lower than the current shift stage.

As described above, when the shift-up command is already set to the highest speed stage (7th speed) or when the shift-down command is set to the lowest speed stage (first speed). Alternatively, when there is a risk of overrun after downshifting, an operation signal is output to the alarm buzzer 14 and an alarm sound is emitted. The semi-automatic T / M control unit 11 receives information on the actually selected gear stage from the transmission gear sensor (not shown) even when shifting to these optimum gear positions, upshifting, or downshifting. At the time of shifting the change lever 4A, the electromagnetic 3-way valve 36A is operated as described above until the shift operation is completed.
And the reaction force is applied to the change lever 4A to complete the shift operation, the magnetic 3-way valve 36
The reaction force of the change lever 4A is removed by putting A in the ejecting state.

If the change lever 4A is returned to the N position or the S position before the shift operation is completed, the meshing state of the gear mechanism of the transmission main body 3 is returned to the N state (neutral state). It has become. In this case, subsequently, from the S position to the UP position or DO
When a shift command is issued to the WN position, as described above,
The optimum speed is controlled according to the vehicle speed.

Further, in the semi-automatic T / M control unit 11, the synchro load of the transmission is calculated based on the vehicle speed signal, the clutch rotation speed signal, and the gear stage to be changed, and the synchro load is set to a predetermined value. At the time of the above high load (for example, when switching to the second speed), the electromagnetic 3-way valve 36C is controlled to be in the communication state to change the reducing valve from the low pressure reducing valve 37A to the high pressure reducing valve 37B. By switching the gear shift unit 3A, the air pressure used for shifting is increased to increase the shift force.

On the other hand, when the manual / automatic changeover switch 5 is set to the automatic shift mode and the setting condition of the automatic shift mode is satisfied, the automatic shift mode is set. In this automatic shift mode, in the semi-automatic T / M control unit 11, the electromagnetic valves 36E and 36F (that is, M
VX, MVY) and MVA to MVF are controlled as follows, and the electronic governor control unit 1
By controlling the electronic governor 1A via 2, the control of the operating state of the engine is performed as follows.

In this automatic mode, an optimum gear stage (this is the target gear stage) is set according to the depression amount of the accelerator pedal, and the target gear stage and the actual gear stage are different. Occasionally, in the case of downshifting, the shift operation is performed as follows unless the engine overruns at the shift stage after downshifting. First, accelerator return control is performed. That is, the accelerator is controlled to be returned regardless of the operation state of the accelerator pedal. That is, the electronic governor control unit 12 normally receives a depression amount signal of the accelerator pedal and controls the electronic governor 1A in accordance with the depression amount to adjust the output state of the engine. However, during the shift operation in this automatic mode, a control signal is output from the semi-automatic T / M control unit 11 to return the accelerator regardless of the depression amount signal, and the electronic governor control unit 12 causes the depression amount of the accelerator pedal. The electronic governor 1A is controlled by the accelerator return signal instead of the signal.

When the accelerator returns, the clutch is disengaged.
That is, when the accelerator returns (that is, when the electronic governor 1A enters a state corresponding to when the accelerator returns), the electronic governor control unit 12 outputs a signal corresponding to this, and the semi-automatic T / M control unit 11
Then, in response to this signal, an operation command signal is output to the electromagnetic valve 36E to operate the electromagnetic valve 36E,
By supplying air pressure to the clutch booster 2A, the clutch 2
To the separated state (off).

When the clutch is disengaged, the gear is returned to neutral. That is, when the clutch switch outputs a signal corresponding to the disengagement of the clutch, the semi-automatic T
The / M control unit 11 receives this signal and receives the electromagnetic valves MVA to MV of the gear shift unit 3A.
An operation signal is output to the required electromagnetic valve of F,
The meshed state of the gear mechanism of the transmission main body 3 is returned to the neutral position.

When the gear returns to neutral, the engine speed is controlled so that the rotational speed difference between the input and output shafts of the clutch is within a predetermined range from the target shift speed and the vehicle speed.
That is, when the transmission gear sensor outputs a signal corresponding to the return of the gear to neutral, the electronic governor control unit 12 receives this signal and determines the target rotation speed of the engine based on the target shift speed and the actual vehicle speed. Is set, and the electronic governor 1A is controlled so that the actual engine speed obtained from the engine speed sensor 22 approaches the target speed.

On the other hand, the gear is shifted to the target shift speed. In other words, semi-automatic T / M control unit 1
1 to the electromagnetic valve MVA of the gear shift unit 3A
An operation signal is output to a required electromagnetic valve of the MVF, and the meshing state of the gear mechanism of the transmission main body 3 is shifted to the target shift speed. Further, when the shift of the gear to the target shift stage is completed and the engine speed is controlled to the required state, the clutch is engaged. That is, the semi-automatic T / M control unit 11 receives a signal indicating the current gear from the transmission gear sensor, and determines from this signal and the command signal whether the gear has been shifted to the target gear. Further, the electronic governor control unit 12 receives a signal indicating the current engine speed from the engine speed sensor 25,
From this signal and the target engine speed, it is determined whether the actual engine speed has approached the target speed within a certain range. And electronic governor control unit 1
From 2, when the actual engine speed approaches the target speed within a certain range, a signal indicating that the engine speed control is completed is output. The semi-automatic T / M control unit 11 receives this signal and outputs an operation command signal to the electromagnetic valve 36F to operate the electromagnetic valve 36F to remove the air pressure of the clutch booster 2A and 2 is put in a bonded state.

When the engagement of the clutch is completed, the shift operation is finished and the accelerator adjustment is returned to the normal state corresponding to the operation state of the accelerator pedal. That is, when the clutch switch outputs a signal corresponding to the engagement of the clutch, the output of the virtual stepping amount signal from the semi-automatic T / M control unit 11 is terminated, and
The electronic governor control unit 12 controls the electronic governor 1A in response to the accelerator pedal depression amount signal to return to the normal control state in which the output state of the engine is adjusted.

The emergency switch 23 is provided in case of a failure of the semi-automatic T / M control unit 11 in case of a failure, and the change lever 4A
Is a switch for switching to a direct operation mode in which the command signal from is directly sent to the gear shift unit 3A without interposing the semi-automatic T / M control unit 11.

Since the semi-automatic transmission apparatus as one embodiment of the present invention is configured as described above, it can be used in normal times (that is, except in an emergency), for example,
The shift operation of the transmission 3 is performed as shown in FIGS. That is, upon receiving the information from the ignition key switch, the shift operation is started as shown in FIGS. At the start of the shift control, the control flag FINFLG is set to 1 and the control flag FLGEMG is set to 0. Further, the control flag FH is set to 1, and the control flags FS, FU, F
D, FB, FN, FAC1, FCR1, FGN, FSN
Both C and FCR2 are set to 0. Note that these flags will be described later.

First, steps M20 to M31 shown in FIG.
The control of the steps is performed, but these steps relate to the emergency braking control of the clutch, and normally, from the required steps among these steps M20 to M31, the procedure proceeds to step 1 shown in FIG. Then, the control is started substantially from step 1. That is, it is judged in step M20 whether the brake pedal is depressed, and if the brake pedal is not depressed, the routine proceeds to step M27, where the control flag FLGE is set.
It is determined whether MG is 1. This control flag FLG
Since EMG is set to 1 during the emergency braking control of the clutch and is set to 0 during normal operation, the steps from step M27 to FIG.
Go to step 1 shown in.

However, if it is determined in step M20 that the brake pedal is depressed, the process proceeds to step M21, and it is determined whether the control flag FLGEMG is 1. If the clutch emergency braking control is not yet started, the control flag FLGEMG is 0, and the routine proceeds to step M23. In this step M23, it is determined whether or not the deceleration of the vehicle (vehicle speed change rate) is equal to or greater than a specified value (threshold value). This determination is made by the emergency brake determination means 11C.
Performed in. If the deceleration of the vehicle (vehicle speed change rate) is equal to or higher than the specified value (threshold value), the emergency braking operation is necessary, and the process proceeds to step M24. If the deceleration (rate of change in vehicle speed) of the vehicle is not equal to or greater than the specified value (threshold value), it is determined that the emergency braking operation is not performed, and the process proceeds to step M1 shown in FIG.

At step M24, it is judged whether or not the clutch pedal 6 is operated, and if the clutch pedal 6 is not operated, an emergency braking operation is required,
In step M25, the emergency braking control of the clutch, that is, regardless of the clutch pedal 6, the clutch disengagement signal (command signal for releasing the coupling of the clutch mechanism 2) is output from the emergency braking control unit 11E. And
In step M26, the control flag FLGEMG is set to 1 and the process returns.

If the clutch pedal 6 is operated, the clutch emergency braking control is unnecessary.
Proceeding to step M30, the clutch connection signal (this is not a signal for connecting the clutch mechanism 2 but a state in which the clutch pedal 2 can be connected according to the clutch pedal 6 so that the clutch is connected and disconnected in response to the operation of the clutch pedal 6). (A signal to turn on) is output from the emergency braking control unit 11E.

Then, in step M31, the control flag F
Set LGEMG to 0 and perform step M1 shown in FIG.
Proceed to. When such a depression operation of the brake pedal is continued, in the next control cycle, the process proceeds from step M20 to step M21 and then to step M22 to determine whether the vehicle speed (wheel speed) is equal to or higher than a specified value. This determination is made by the wheel lock detecting means 11D.

If the vehicle speed (wheel speed) is equal to or higher than the specified value, it can be determined that the wheels are not in the locked state, and the control during the emergency braking of the clutch is unnecessary, so the routine proceeds to step M30.
In the same manner as described above, the clutch engagement signal (which is a signal that enables the clutch pedal 6 to be engaged depending on the clutch pedal 6) so that the clutch is engaged and disengaged in response to the operation of the clutch pedal 6 is the emergency braking control unit 11E. Is output from. Then, in step M31, the control flag FLGEMG is set to 0, and the process proceeds to step M1 shown in FIG.

If the vehicle speed (wheel speed) is not higher than the specified value, the wheels are in the locked state and it is necessary to continue the control during the emergency braking of the clutch. Therefore, similarly to the above, first, in step M24, the clutch pedal is operated. Unless it is determined that 6 is operated, proceed to step M25,
Emergency braking control of the clutch, that is, regardless of the clutch pedal 6, the clutch disengagement signal (command signal for releasing the coupling of the clutch mechanism 2) is an emergency braking control unit 11
It is output from E. Then, in step M26, the control flag FLGEMG is set to 1 and the process returns. Of course, if it is determined in step M24 that the clutch pedal 6 is being operated, the emergency braking control is released as described above.

On the other hand, when the brake pedal is released during the emergency braking control, the routine proceeds from step M20 through step M27 to step M28 to check whether the vehicle speed (wheel speed) is equal to or higher than the specified value. to decide. If the vehicle speed (wheel speed) is equal to or higher than the specified value, it can be determined that the wheels are not in the locked state, and the emergency braking control of the clutch is unnecessary. Correspondingly, a clutch engagement signal (a signal that makes the clutch pedal 6 engageable according to the clutch pedal 6) is output from the emergency braking control unit 11E so that the clutch is engaged and disengaged. Then, in step M31,
The control flag FLGEMG is set to 0, and the process proceeds to step M1 shown in FIG.

If the vehicle speed (wheel speed) is not higher than the specified value, the wheels are in the locked state and it is necessary to continue the control during the emergency braking of the clutch. In step M29, similarly to step M24, it is determined whether the clutch pedal 6 is being operated. Unless the clutch pedal 6 is stepped on, emergency braking control is required.
25, the emergency braking control of the clutch, that is, regardless of the clutch pedal 6, the clutch disengagement signal (command signal for releasing the coupling of the clutch mechanism 2) is output from the emergency braking control unit 11E. Then, in step M26, the control flag FLGEMG is set to 1 and the process returns. Of course, if it is determined in step M24 that the clutch pedal 6 is being operated, the emergency braking control is released as described above.

Hereinafter, returning to FIG. 5, step M1 and subsequent steps will be described. First, in step M1, it is determined whether or not the manual / automatic changeover switch (automatic shift selection switch) 5 has been operated (touched). If the manual / automatic changeover switch 5 is not operated, proceed to Step M13,
It is determined whether the control flag FINFLG is 1 or not. Since the control flag FINFLG is set to 1 at the start of the driving operation, the steps M13 to M14 are executed.
Proceed to.

At step M14, the control flag FINF is set.
Only when LG is 0, a command signal is output to the switching buzzer 13A and a buzzer (beep) is sounded. However, since the control flag FINFLG is 1 here, the buzzer is not sounded and the process proceeds to step M15. At step M15, the automatic shift indicator lamp of the display unit 13 is turned off. Subsequently, in step M16, finger shift control is performed while executing the finger shift routine, and in step M17, the control flag FINFLG is set to 1
Then go back to the initial step.

When the manual / automatic changeover switch 5 is operated from this state, the process proceeds to step M2 in step M1 to determine whether the control flag FINFLG is 1 or not. At this time, since the control flag FINFLG is 1, the process proceeds to step M3. Step M
In 3, it is determined whether the vehicle speed is equal to or higher than a predetermined value (here, 30 km / h).

If the vehicle speed is not equal to or higher than the predetermined value, the finger shift control is still maintained, and the routine proceeds to step M14, where the finger shift control and the operation relating thereto are continued by the steps M15, M16 and M17. If the vehicle speed is equal to or higher than the predetermined value, the process proceeds to step M4, and the current shift stage, which is the setting condition of the automatic shift mode, is the fourth speed (4th).
Whether or not the above is the case (that is, whether or not the shift speed is set to any one of the fourth to seventh speeds) is determined based on the signal of the transmission gear sensor.

If the present shift speed is not the fourth speed or higher, the routine proceeds to step M14, where the control flag FINFLG is 1, so the buzzer 13A is not sounded and the routine proceeds to step M15. Then, in the same manner as described above, the automatic shift indicator lamp of the display unit 13 is turned off in step M15, the finger shift control is performed while executing the finger shift routine in step M16, and the control flag FINFLG is set to 1 in step M17. Then go back to the initial step.

If the current gear is the fourth speed or higher, the routine proceeds to step M5, where it is judged whether or not the clutch pedal (C / L), which is the condition for canceling the automatic shift mode, is depressed. If the clutch pedal (C / L) is depressed, the process proceeds to step M14, and the same as above.
Steps M15 to M17 are performed, and the process returns to the initial step.

If the clutch pedal (C / L) is not depressed, the routine proceeds to step M6, where the change lever position is S, U (U
P) or D (DOWN) is determined. Change lever position is S, U (UP),
If it is not one of D (DOWN), the process proceeds to step M14, and similarly to the above, steps M15 and M1.
6. Perform M6 and return to the initial step.

Change lever position is S, U (UP), D
If it is any of (DOWN), step M7
Then, it is determined whether the engine speed is equal to or lower than a predetermined value (600 rpm). If the engine speed is equal to or lower than the predetermined value, the process proceeds to step M8, where a command signal is output to the switching buzzer 13A and a buzzer (beep) is emitted to warn that there is a possibility of engine stall. If the engine speed is not less than the predetermined value, such warning is not issued.

In any case, the process proceeds to step M9, the automatic shift indicator lamp of the display unit 13 is turned on, and in the subsequent step M10, if the control flag FINFLG is 1, a command signal is sent to the switching buzzer 13A. By outputting and outputting a buzzer (beep), the driver is notified that the shift mode has been switched to the automatic shift mode.

Then, the routine proceeds to step M11, where automatic shift control is performed while executing the automatic shift routine, and at step M12, the control flag FINFLG is set to 0 and the process returns to the initial step. After that, if the manual / automatic changeover switch 5 is not operated, the control flag FINFLG is 0, so the process proceeds from step M1 to step M13, and then to step M19. In step M19, it is determined whether or not the vehicle speed is equal to or higher than a predetermined value (here, 30 km / h). If the vehicle speed is not equal to or higher than the predetermined value, the process proceeds to step M18, where a command signal is output to the switching buzzer 3A, and a buzzer (beep) sounds to warn the user to switch to finger shifting to warn. If the vehicle speed is equal to or higher than a predetermined value, such warning is not issued. After this, the process proceeds to step M4, and further, via steps M5, M6, M7 (, M8), the operation related to the automatic shift mode is performed in steps M9, M10, M11, M12, or step M4. M5, M
From any step of step 6, the process proceeds to step M14, and in steps M14, M15, M16, and M17, the finger shift operation in the manual shift mode is performed. At this time, since the control flag FINFLG is 0, in step M14, a command signal is output to the switching buzzer 13A and a buzzer (beep) is emitted to inform the driver that the manual shift mode has been selected.

When the manual / automatic changeover switch 5 is operated in the automatic shift mode, that is, when the control flag FINFLG is 0, the process proceeds from step M1 to step M2 and the No route is selected in step M2. Through, go to step M14, step M14, M1
5, M16 and M17 perform an operation related to finger shifting in the manual shift mode. Also at this time, the control flag F
Since INFLG is 0, in step M14, a command signal is output to the switching buzzer 13A and a buzzer (beep) is emitted to inform the driver that the manual shift mode has been selected.

In this way, the main routine control is performed. Here, the control in the manual shift mode, that is,
An example of finger shift control will be specifically described with reference to the flowchart in FIG. 7. As shown in FIG. 7, first,
In step F1, the signals from the sensors and switches are input to the semi-automatic T / M control unit 11.

Then, in step F2, it is determined whether or not the clutch pedal is depressed. If the clutch pedal is not depressed, step F2 to step F2
Proceeding to 60, the flag FH is set to 1. This flag FH is set to 1 when a reaction force may be applied to the change lever 4A, and this flag FH is set to 1 at the start of control.

When the clutch pedal is depressed, the process proceeds from step F2 to step F3 and the flag F
It is determined whether H is 1. Since the flag FH is 1 at the initial stage when the clutch pedal is depressed, the routine proceeds to step F4, where the reaction lever 4A is brought into a state in which a reaction force can be applied. That is, the change lever 4A is moved to a predetermined position (UP,
When shifted to the DOWN and R positions,
A control signal is output from the semi-automatic T / M control unit 11 to put the electromagnetic 3-way valve 36A in a communicating state to operate the reaction force imparting mechanism 27 to change lever 4A.
The reaction force is applied to the. Therefore, when the change lever 4A is operated to the UP, DOWN, and R positions, the driver receives an appropriate operation reaction force and can feel the shift operation.

Then, in step F5, it is determined whether the vehicle is in a running state or a stopped state. In addition, the traveling state in this case is a forward traveling state, and is included in the stopped state when moving backward.
Since the vehicle is naturally stopped when the vehicle is started, the routine proceeds to step F61, and the shift operation is performed in the subsequent steps in accordance with the position of the change lever 4A.

When the vehicle is started, the change lever 4A is set to N
When the position is switched to the S position, the process proceeds from step F61 to step F74 to set the flag FS.
Is determined to be 1. This flag FS is set when the change lever 4A is shifting to the UP position or the DOWN position (that is, during shift control).
It is set to 1 and set to 0 before the shift operation is started and after the shift operation is completed.

While the flag FS is 1, the set shift command is continued. When starting, the flag FS
Is 0, the control returns to the main routine without performing the shift control after step F74.
Hereinafter, the return to the main routine is simply called return. When the S position is switched to the UP position when stopped, the process proceeds from step F61 to step F71 through steps F62 and F70 to set the second speed (2nd) as the target shift stage SNC, and then to step F64. Then, the command signal corresponding to one of the electromagnetic valves MVA to MVF is output. At the time of this second speed command, a command signal that causes the electromagnetic 3-way valve 36C to be in a communication state is output so that the shift force is increased.

Then, the process proceeds to step F65, the flag FS is set to 1, and in step F66, the actual shift stage SNR is set to the target shift stage SN based on the actual shift stage detection signal.
It is determined whether or not it is equal to C, and if the actual shift speed SNR is not equal to the target shift speed SNC, the process returns. The fact that the actual shift speed SNR is equal to the target shift speed SNC corresponds to the completion of the shift.

When the UP position is held,
Steps F1, F2, F3, F4, F5, F61, F6
The steps of 2, F70, F64, F65 and F66 are repeated to continue the shift command. In this way, the shift to the second speed is completed, and the actual shift speed SNR becomes equal to the target shift speed SN.
When it becomes equal to C, the process proceeds from step F66 to step F6.
7, the reaction force of the change lever 4A is removed. That is, a control signal is output from the semi-automatic T / M control unit 11 to put the electromagnetic 3-way valve 36A in a discharging state to release the reaction force applying mechanism 27 and remove the reaction force of the change lever 4A.

Further, the flag FH is set to 0 in step F68.
Then, the flag FS is set to 0 in step F69, and the process returns. Also, when stopped, DOWN from S position
When switched to the position, from step F61,
Step F73 through step F62, F70, F72
Then, the first speed (1st) is set as the target shift speed SNC, and the process proceeds to step F64, where the electromagnetic valves MVA to M are
A command signal corresponding to one of VF is output.

Next, in step F65, the flag FS is set to 1, and in step F66, the actual shift stage SNR is set to the target shift stage SN based on the actual shift stage detection signal.
It is determined whether or not it is equal to C, and if the actual shift speed SNR is not equal to the target shift speed SNC, the process returns. When the DOWN position is held, step F
1, F2, F3, F4, F5, F61, F62, F7
The steps 0, F72, F73, F64, F65, F66 are repeated, and the shift command is continued. After the shift to the 1st speed is completed, the actual shift speed SNR becomes the target shift speed SNC.
Is equal to, step F66 to step F67
Then, the reaction force of the change lever 4A is removed in the same manner as described above. Then, the flag FH is set to 0 in step F68, the flag FS is set to 0 in step F69, and the process returns.

However, when the change lever 4A is switched to the UP position or the DOWN position, but the change lever 4A is returned to the S position before the completion of the shift operation, the flag FS is 1, so the step After F1, F2, F3, F4, F5 and F61, the routine proceeds to step F74, and from this step F74 to step F75, the neutral value N is set as the target shift stage SNC and the corresponding signal is sent to the electromagnetic valve MV.
Output to any of A to MVF.

Further, in step F76, it is judged whether or not the actual shift stage SNR is equal to the target shift stage SNC (here, the neutral value N), and if the actual shift stage SNR is not equal to the target shift stage SNC, To return. Then, steps F1, F2, F3, F4, F5, F6
The steps of 1, F74, F75, and F76 are repeated to complete the shift to neutral, and the actual shift speed SN
When R becomes equal to the target shift speed SNC, step F76
Then, the process proceeds to step F77, sets the flag FS to 0, and returns.

When the N position is switched to the R position at the stop, the process proceeds from step F61 to step F63 to step F63 to set reverse R as the target gear SNC, and then to step F64. The corresponding signal is output to any of the electromagnetic valves MVA to MVF. Next, in Step F65, the flag FS is set to 1, and in Step F66,
Based on the actual shift speed detection signal, it is determined whether the actual shift speed SNR is equal to the target shift speed SNC. If the actual shift speed SNR is not equal to the target shift speed SNC, the process returns.

When the R position is held, steps F1, F2, F3, F4, F5, F61, F6
Steps F2, F63, F64, F65, and F66 are repeated, and the shift to the reverse is completed.
When NR becomes equal to the target shift speed SNC, step F6
From step 6, the process proceeds to step F67, and the reaction force of the change lever 4A is removed in the same manner as described above. And step F
The flag FH is set to 0 at 68, and the flag FS is set at step F69.
To 0 and return.

Of course, if the change lever 4A is returned to the N position during this process, steps F1, F2, F
3, F4, F5, F61, F62, F70, F72, F
After step 74, the process proceeds to step F75, where the target shift speed SN
The neutral N is set as C and a corresponding signal is output to any one of the electromagnetic valves MVA to MVF. Then, similarly to the above, the actual shift stage SNR is the target shift stage SN.
When it becomes equal to C (here, the neutral value N), the routine proceeds from step F76 to step F77, where the flag F
Set S to 0 and return.

The change lever 4A is switched to the R position, but the same operation is performed when the change lever 4A is returned to the N position before the completion of the shift operation. After the shift to neutral in step F75, the step of removing the reaction force and the flag F
Since there is no step to set H to 0, UP,
Unless the shift to each of the DOWN and R positions is completed, while the clutch is continuously depressed, in the next control cycle, it is determined to be “Yes” in step F3, the process proceeds to step F4, and in this step F4. A signal that can give a reaction force is output. Therefore, when trying to shift to the UP, DOWN, and R positions again while continuing to step on the clutch, the reaction force is applied in the same manner as described above. Of course, when the shift to the UP, DOWN, and R positions is completed, the flag FH is set to 0 in step F67 as described above, so that the signal that can give a reaction force is output without proceeding to step F4. Not done. Therefore, at this time, while continuing to step on the clutch, UP, DO
Even if you try to shift to each position of WN and R, the reaction force is not applied.

In this way, the gear position is shifted to the forward position of the second speed or the first speed, or to the reverse position (reverse position), the depression of the clutch pedal is stopped and the clutch 2 is engaged, while the vehicle travels. When the vehicle is started, the vehicle travels at the set speed. In addition, by stopping the clutch pedal, step F2 to step F2
When the routine proceeds to 60, the flag FH is switched to 1 so that the reaction force can be applied to the change lever 4A.

Then, when the vehicle speed is a predetermined value or more,
When the driver depresses the clutch pedal, similarly to the above, from step F1, F2 to step F3 to step F4, a reaction force is applied to the change lever 4A. As a result, like the above, the change lever 4A
When is operated, the driver receives an appropriate operation reaction force and can feel the shift operation.

Then, the shift operation is performed according to the position of the change lever 4A. That is, first, in step F5, it is determined that the vehicle is in the traveling state, and the process proceeds to step F6. Since the change lever 4A is normally in the S position during traveling, if the S lever remains in this S position, the process proceeds from step F6 to step F50.

In this step F50, the flag FU is 1
To determine. This flag FU is set to 1 when the shift-up operation command is started but the shift operation is not yet completed.
And 0 otherwise. If the upshift operation is not in progress, this flag FU is 0, and the routine proceeds to step F51. In this step F51, the flag FD
Is 1 or not. The flag FD is set to 1 when the shift down operation command is started but the shift operation is not completed yet, and is set to 0 otherwise. If the downshift operation is not in progress, this flag FD is 0 and the routine proceeds to step F52.

In this step F52, the flag FB is set to 1
To determine. The flag FB is set to 1 when the shift operation command to the optimum shift stage is started but the shift operation is not completed yet, and is set to 0 otherwise. If the shift operation is not in progress, the flag FB is 0 and the process returns. Here, when the driver operates the change lever 4A to the UP or DOWN position, if the shift condition is satisfied, upshift or downshift is performed.

For example, when the change lever 4A is switched from the S position to the UP position during traveling,
From step F6 to step F10 through steps F7 and F9, it is determined whether the flag FN is 1. This flag FN is set to 1 when the change lever 4A is in the N position before the S position, and when it is not, that is, when the change lever 4A is operated to the UP or DOWN position before the S position. Is set to 0. Then, when the flag FN is 0, a normal shift operation for shifting up or down by one gear is executed, and when the flag FN is 1, a shift operation for directly shifting to a gear that is most suitable for the traveling state is executed.

That is, normally, the change lever 4A is set to U.
Since the transmission is shifted while operating to the P or DOWN position, the change lever 4A is in the UP or DOWN position before the S position.
Not in N position. Therefore, at this time, the flag FN
Becomes 0. When the flag FN is 0, step F7
8, it is determined whether the optimum shift switch 26 is on, and if the optimum shift switch 26 is not on,
In step F11, it is determined whether the flag FU is 1 or not. If the optimum shift switch 26 is on, the process proceeds to step F23.

At step F11, the change lever 4A
In the first control cycle after switching
Since the shift operation command has not been issued, the flag FU is not 1, so the routine proceeds to step F12, where the current shift speed SN is set.
It is determined whether the R is the seventh speed (7th). Current gear SN
If R is in 7th speed (7th), you cannot shift up any further, so proceed to step F8 and alert buzzer 1
Ring 4 to warn. Of course, no shift command is issued.

If the current gear SNR is not the 7th speed (7th), the routine proceeds to step F13, where the gear SNR + 1 which is one step higher than the current gear SNR is the gear S to be the shift target.
Set to NC. Further, the process proceeds to step F14 to issue a shift command to the target gear SNC. That is, the command signal corresponding to any of the electromagnetic valves MVA to MVF is output. Then, in step F15, the flag FU
Is set to 1, the flag FD is set to 0 in step F16, and the flag FB is set to 0 in step F17. Then, in step F18, the current gear SNR is changed to the target gear S
It is judged whether it has become NC, but at the start of the shift command,
Since the current shift speed SNR has not reached the target shift speed SNC yet, the process returns.

When the UP position is held,
Steps F1, F2, F3, F4, F5, F6, F7,
F9, F10, F11, F12, F13, F14, F1
The steps of 5, F16, F17, and F18 are repeated, and the shift command is continued. When the upshift is completed and the actual shift speed SNR becomes equal to the target shift speed SNC, the process proceeds from step F18 to step F19 to remove the reaction force of the change lever 4A. That is, semi-automatic T
A control signal is output from the / M control unit 11 to put the electromagnetic 3-way valve 36A in a discharged state to release the reaction force applying mechanism 27 and remove the reaction force of the change lever 4A.

Then, in step F20, the flag FH is set to 0.
Then, the flag FU is set to 0 in step F21, the flag FN is set to 0 in step F22, and the process returns. On the other hand, before being operated to this UP position, N
If the operation from the position to the S position is performed, the flag FN is set to 1 and steps F1, F2, F
3, F4, F5, F6, F7, F9, step F
The routine proceeds from step 10 to step F23, where it is determined whether the above-mentioned flag FB is 1. Also, the optimum shift switch 2
If 6 is on, steps F78 to F23
Then, it is determined whether the flag FB is 1 or not.

If no shift operation command is issued,
In step F24, the optimum shift stage SNB for the current traveling state is calculated from the vehicle speed information and the like. This optimum shift stage SNB is within the required engine speed range (up to 2300 rp at 600 rpm or more in this example) when shifting up.
The maximum speed SNmax is set at (m or less). That is, the uppermost gear stage SNmax is set within the range of the lower limit engine speed 600 rpm or more within the engine speed range.

Then, in the following step F25, the optimum shift stage SNB is set to the target shift stage SNC. further,
In step F26, a shift command to the target shift speed SNC is issued. That is, the command signal corresponding to any of the electromagnetic valves MVA to MVF is output. Then, the flag FB is set to 1 in step F27, the flag FU is set to 0 in step F28, and the flag FD is set in step F29.
Is set to 0. Then, in step F30, it is determined whether or not the current shift speed SNR has reached the target shift speed SNC. However, at the start of the shift command, the current shift speed SNR has not reached the target shift speed SNC yet, so the routine returns.

When the UP position is held,
Steps F1, F2, F3, F4, F5, F6, F7,
F9, F10, F23, F24, F25, F26, F2
The steps of 7, F28, F29, and F30 are repeated, and the shift command is continued. When the actual shift stage SNR becomes equal to the target shift stage SNC after the shift is completed, the routine proceeds from step F30 to step F31, and the reaction force of the change lever 4A is removed in the same manner as described above. That is, a control signal is output from the semi-automatic T / M control unit 11 to put the electromagnetic 3-way valve 36A in a discharging state to release the reaction force applying mechanism 27 and remove the reaction force of the change lever 4A.

Then, in step F32, the flag FH is set to 0.
Then, the flag FB is set to 0 in step F33, the flag FN is set to 0 in step F34, and the process returns. Further, when the change lever 4A is switched from the S position to the DOWN position during traveling, the process proceeds from step F6 to steps F7, F9, F35 to step F36 to determine whether the flag FN is 1.

Normally, since the flag FN is 0, the routine proceeds to step F79, where it is determined whether or not the optimum shift switch 26 is on. If the optimum shift switch 26 is not on, the routine proceeds to step F37 and the optimum shift switch 26. If is on, the process proceeds to step F23. Step F37
When the process proceeds to step S1, it is determined whether the above-mentioned flag FD is 1.

In the first control cycle after the change lever 4A is switched, since the shift operation command has not been issued yet, the flag FD is not 1, so the routine proceeds to step F38, where the current gear SNR is the first speed (1st ) Is determined. If the current gear SNR is the 1st speed (1st), it is not possible to shift down any further, so the routine proceeds to step F8, where the alarm buzzer 14 is sounded to warn. Of course, no shift command is issued.

If the current gear SNR is not the 1st speed (1st), the routine proceeds to step F39, where the gear SNR-1 which is one step lower than the current gear SNR is set as the target gear SNC. Then, in the following step F40, the target shift speed SNC
Determine if engine overruns even if downshifted to. This determination can be made by calculating the engine speed after downshifting from the current vehicle speed and the target shift stage SNC and comparing this with the overrun limit value.

If it is determined that an overrun has occurred,
In step F8, the alarm buzzer 14 is sounded to give a warning, and the gear shift command is not issued. If it is determined that no overrun will occur, the process proceeds to step F41 to issue a downshift command. That is, the command signal corresponding to any of the electromagnetic valves MVA to MVF is output. Further, in step F42, the flag FD is set to 1, and in step F43
Then, the flag FU is set to 0, and the flag FB is set to 0 in step F44. Then, in step F45, it is determined whether or not the current shift speed SNR has reached the target shift speed SNC. However, at the start of the shift command, the current shift speed SNR has not reached the target shift speed SNC, and therefore the process returns.

When the DOWN position is held, steps F1, F2, F3, F4, F5, F6, F
7, F9, F35, F36, F37, F38, F39,
The steps of F40, F41, F42, F43, F44 and F45 are repeated and the shift command is continued. When the downshift is completed and the actual shift speed SNR is the target shift speed SN
When it becomes equal to C, the process proceeds from step F45 to step F4.
Proceeding to step 6, the reaction force of the change lever 4A is removed. That is, a control signal is output from the semi-automatic T / M control unit 11 to put the electromagnetic 3-way valve 36A in a discharging state to release the reaction force applying mechanism 27 and remove the reaction force of the change lever 4A.

Then, in step F47, the flag FH is set to 0.
Then, the flag FD is set to 0 in step F48, the flag FN is set to 0 in step F49, and the process returns. On the other hand, if the operation from the N position to the S position is performed before the operation to the DOWN position, the flag FN is set to 1, and steps F1 and F
2, F3, F4, F5, F6, F7, F9, and F35, and the process proceeds from step F36 to step F23. Also,
If the optimum shift switch 26 is on, step F7
It progresses from 8 to step F23. Then, the same steps as those at the time of operating the UP position described above are executed.

That is, at step F23, it is judged if the above-mentioned flag FB is 1, and if the shift operation command is not issued, the routine proceeds to step F24, at which the speed SNB most suitable for the current traveling state is set to the vehicle speed. Calculate from information etc.
At the time of shift-up, the optimum shift stage SNB is set to the lowest shift stage SNmin within the required engine speed range (in this example, 600 rpm or more and 2300 rpm or less). That is, the lowest shift speed SNmin is set within the range of the lower limit speed 2300 rpm or less within the engine speed range.

Then, in the following step F25, the optimum shift stage SNB is set to the target shift stage SNC. further,
In step F26, a shift command to the target shift speed SNC is issued. That is, the command signal corresponding to any of the electromagnetic valves MVA to MVF is output. Then, the flag FB is set to 1 in step F27, the flag FU is set to 0 in step F28, and the flag FD is set in step F29.
Is set to 0. Then, in step F30, it is determined whether or not the current shift speed SNR has reached the target shift speed SNC. If the current shift speed SNR has not reached the target shift speed SNC, the process returns.

When the DOWN position is held, steps F1, F2, F3, F4, F5, F6, F
7, F9, F35, F36, F23, F24, F25,
The steps of F26, F27, F28, F29, and F30 are repeated, and the shift command is continued. When the actual shift stage SNR becomes equal to the target shift stage SNC after the shift is completed, the routine proceeds from step F30 to step F31, and the reaction force of the change lever 4A is removed in the same manner as described above. That is, a control signal is output from the semi-automatic T / M control unit 11 to put the electromagnetic 3-way valve 36A in a discharging state to release the reaction force applying mechanism 27 and remove the reaction force of the change lever 4A.

Then, in step F32, the flag FH is set to 0.
Then, the flag FB is set to 0 in step F33, the flag FN is set to 0 in step F34, and the process returns. It should be noted that, even during this upshift, downshift, or optimum shift, when the target gear stage SNC is in the second speed command,
Electromagnetic 3-way valve 3 to increase the shifting force
A command signal that outputs a communication state is output to 6C.

However, when the change lever 4A is switched to the UP position or the DOWN position, but the change lever 4A is returned to the S position before the completion of the shift operation, the flag FU is set to 1 in step F15. Or the flag FB is set to 1 in step F27.
Is set or the flag FD is set to 1 in step F42. Therefore, in any one of step F50, step F51, and step F52, the process proceeds to step F53 to set the neutral value N as the target shift stage SNC. Then, in step F54, the corresponding signal is sent to the electromagnetic valve MV.
Output to any of A to MVF.

Further, the routine proceeds to step F55, where it is judged whether or not the actual shift stage SNR is equal to the target shift stage SNC (here, the neutral value N), and if the actual shift stage SNR is not equal to the target shift stage SNC, To return. Then, from steps F1, F2, F3, F4, F5, F6, F50 or F50, F51 or F50, F51, F
After 52, the steps of F53, F54, and F55 are repeated, and when the shift to neutral is completed and the actual gear SNR becomes equal to the target gear SNC, the routine proceeds from step F55 to step F56 to set the flag FU. 0, the flag FD is set to 0 in step F57, the flag FB is set to 0 in step F58, and step F5
At 9 the flag FD is set to 0 and the process returns.

When the N position is switched to the R position during traveling, steps F1, F2, F
Steps F3, F4, F5, F6, and F7 proceed to step F8 to sound the alarm buzzer 14 to warn. Of course,
No shift command is issued. In this way, it is possible to travel while switching the change lever 4A to the UP position or the DOWN position and selecting an appropriate gear. Further, during downshifting, it is checked whether the engine overruns at the selected shift speed, so the engine can be protected.

When the change lever 4A is to be switched to the UP position or the DOWN position and the user realizes that the change lever 4A is erroneously operated after the start of the switching operation,
If the change lever 4A is returned to the neutral position before the shift is completed, the change lever 4A is moved to the UP position or the DOWN position after that.
It shifts to the optimum shift stage SNB.

In addition to this case, when the change lever 4A is operated from the neutral state to the UP position or the DOWN position, the shift is shifted to the optimum shift stage SNB, so that a mistake in the shift stage can be avoided. Next, an example of control in the automatic shift mode will be specifically described with reference to the flowchart in FIG.

As shown in FIG. 8, first, step A1
With, semi-automatic T / M signals from each sensor and switches
Input to the control unit 11 and the electronic governor control unit 12. In the next steps A2-A6,
Depending on the three types of running states: when the brake pedal is depressed, when the brake pedal is not depressed but the exhaust brake is in operation, and when the brake pedal is not depressed and the exhaust brake is not in operation. A shift map MAP is set for each.

That is, in step A2, it is determined whether or not the brake pedal is depressed, and if the brake pedal is depressed, the process proceeds to step A3 and the map ma is entered.
p3 is set in the shift map MAP. If the brake pedal is not depressed, the process proceeds from step A2 to step A4, and it is determined whether the exhaust brake is in the on state. If the exhaust brake is in the on state, the process proceeds to step A5 and the map map2 is changed to the shift shift map MAP. Set.

If the exhaust brake is not on, the normal shift map map1 is set in the shift shift map MAP. Here, when the change lever 4A is operated in the automatic shift mode, the shift shift map MAP is set. To change. That is, the maps map1N, map1P, and map1E are prepared as the normal shift map map1. The map map1N is a standard shift map (normal shift map), whereas the map map1P is the normal shift map map1N. Is a power shift map that enables a large engine output to be obtained by using the high engine speed range, and map map1E uses the engine lower speed range than normal shift map map1N to economically operate the engine. This is an economy shift map.

When switching to the automatic shift mode, first, the normal shift map map1N is set to the normal shift map map1. However, when the shift-up operation is performed, the normal shift map map1 is more economical than the normal shift map map1. When the shift down operation is performed and the shift down operation is performed, the normal shift map map1 is switched to the power side.

That is, when the mode is switched to the automatic shift mode, first, the normal shift map map1N is set as the shift map during normal shift map1. After that, the shift-up operation is performed at the determination of step A33. If so, the process proceeds to step A6, and the shift map on the economy side of the normal shift map map1N is set in the shift shift map MAP. Also, in the state of the normal shift map map1N, the process proceeds from step A33 to step A34, and in the determination of this step A34,
If it is determined that the downshift operation is being performed, the process proceeds to step A35, and the shift map on the power side is set in the shift map MAP.

During steps A6 and A35, ma
Although described as p1 (E) and map1 (P), map
1 (P) means a shift map on the 1st power side than the one currently set as the normal shift shift map map1, and map1 (E) is currently set as the normal shift shift map map1. It means the shift map on the economy side of the first step than what is shown.

For example, at the present time, the shift map m during normal shift
If ap1 is the normal shift map map1N, m
ap1 (P) shows a power shift map map1P on the one-step power side of this, and map1 (E) shows a power shift map map1E on the one-step economy side of this.
Indicates. Further, if the currently set normal shift map map1 at the time of normal shift is the economy shift map map1E, map1 (P) indicates the normal shift map map1N on the 1st power side than this, and the currently set normal shift map If the hour shift map map1 is the power shift map map1P, map1 (E) is the normal shift map map1N on the 1st economy side of the map.
Will be shown.

When the shift shift map MAP is switched to the power side shift map, the shift is down depending on the vehicle speed and the engine load (accelerator operation amount), and the engine operates in the high rotation range where the output is large. It will be used. Further, when the shift shift map MAP is switched to the economy side shift map, the shift is increased depending on the vehicle speed and the engine load (accelerator operation amount), and the engine operates in the low rotation range where fuel consumption is low. It will be used.

If the change lever 4A is not operated thereafter, the set shift map MAP is continued. In this way, the shift map MA
If it is set to P, the process proceeds to step A7, and the target shift speed SNC is set from the accelerator pedal depression amount and the vehicle speed based on this shift shift map MAP.

At the next step A8, it is judged whether the shift is necessary. For example, the current gear SNR and the target gear SNC
If it is different, it can be determined that the shift is necessary. If no shift is required, the current gear SN
Since R is in the optimum state, the process returns, but if a shift is necessary, the process proceeds to step A9 to start shift control.

First, in steps A9 to A12, control is performed such that the accelerator is returned regardless of the operation state of the accelerator pedal. That is, in step A9, it is determined whether the flag FAC1 is 0. The flag FAC1 is set to 1 when the accelerator return control is completed, but is set to 0 when the shift control is started, and the process proceeds to step A10. In this step A10, the electronic governor control unit 12
Then, the accelerator return signal is output to control the electronic governor 1A. This is performed until it is determined in step A11 that the accelerator return is completed.

When the accelerator return is completed, step A1
In step 2, the flag FAC1 is set to 1, and steps A13 to A are performed.
At 16, the clutch is disengaged. That is, step A13
Then, it is determined whether the flag FCR1 is 0. This flag FCR1 is set to 1 when the clutch disengagement is completed. In the following step A14, an operation command signal is output from the semi-automatic T / M control unit 11 to the electromagnetic valve 36E. As a result, the electromagnetic valve 36E operates to supply the air pressure to the clutch booster 2A to bring the clutch 2 into the separated state.

If it is determined in step A15 that the clutch has been disengaged (disengaged), in step A16
The flag FCR is set to 1, and in steps A17 to A20,
Return the gear to neutral. That is, in step A17,
It is determined whether the flag FGN1 is 0. This flag F
GN1 is 1 when the return of the gear to neutral is completed
It is said that In the following step A18, the semi-automatic T / M control unit 11 shifts to the gear shift unit 3A.
The operation signal is output to a required electromagnetic valve among the electromagnetic valves MVA to MVF. As a result, the meshed state of the gear mechanism of the transmission main body 3 is returned to the neutral position.

When it is determined in step A19 that the return of the gears to neutral has been completed, the flag FGN is set to 1 in step A20, and in step A21, the electronic governor control unit 12 causes the electronic governor 1A to rotate the engine as required. The control signal is output so that it becomes a number. That is, the target rotation speed of the engine is set from the target shift speed and the actual vehicle speed, and the electronic governor 1A is controlled so that the actual rotation speed of the engine obtained from the engine rotation speed sensor 22 approaches the target rotation speed.

Then, in steps A22 to A25, the gear is returned to neutral. That is, in step A22, it is determined whether the flag FSNC is 0. This flag FSN
C is set to 1 when the shift of the gear to the target shift stage is completed. In the following step A23, an operation signal is output from the semi-automatic T / M control unit 11 to a required electromagnetic valve among the electromagnetic valves MVA to MVF of the gear shift unit 3A. As a result, the meshing state of the gear mechanism of the transmission main body 3 is switched to the target shift speed SNC position.

At step A24, the target gear shift stage SN
If it is determined that the switch to C has been completed, step A25
Then, the flag FSNC is set to 1. Furthermore, step A2
If it is determined at 6 that the engine speed has been controlled to the required state, the clutch is engaged at steps A27 to A30. That is, in step A27, the flag FCR2 is 0.
To determine if. This flag FCR2 is set to 1 when the engagement of the clutch is completed. In the following step A28, the semi-automatic T / M control unit 11 outputs an operation command signal to the electromagnetic valve 36F. As a result, the electromagnetic valve 36F operates to remove the air pressure of the clutch booster 2A and bring the clutch 2 into the engaged state.

When it is determined in step A29 that the clutch engagement is completed, in step A30, the flag FCR2 is set.
Is set to 1, and in step A31, the accelerator adjustment is returned to the normal state corresponding to the operation state of the accelerator pedal. That is, when the clutch switch outputs a signal corresponding to the engagement of the clutch, the output of the virtual stepping amount signal from the semi-automatic T / M control unit 11 is terminated and the electronic governor control unit 1
In 2, the electronic governor 1A is controlled in response to the accelerator pedal depression amount signal to return to the normal control state in which the output state of the engine is adjusted.

Further, in step A31, the flag FAC
1, flag FCR1, flag FGN, flag FSNC,
All the flags FCR2 are reset to 0, and the shift operation by a series of automatic shifts is completed. In this way, in this semi-automatic transmission device, in the high speed range, the automatic shift mode and the manual shift mode can be selected according to the driver's preference. The shift operation need not be performed. Therefore, for example, on a highway, by setting this automatic shift mode, the load on the driver regarding the shift operation is significantly reduced, and the fatigue of the driver caused by the driving operation is greatly suppressed.

Even when the manual shift mode is set, a small force is required to simply operate the change lever.
Since the shift can be performed by finger touch, the load on the driver regarding the shift operation is reduced, and fatigue of the driver caused by the driving operation is suppressed. Further, since the condition for executing the automatic shift mode is that the shift speed is limited to the high speed range, the engagement / disengagement operation of the clutch can be performed only by a simple on / off operation. Therefore, here, it is possible to avoid the complication of the structure of the clutch booster 2A and the complication of the control thereof, and it is possible to contribute to the cost reduction of the device and the improvement of the reliability.

Further, since the change lever 4A is set to the I-type shift pattern as described above, the conventional H
It has the following advantages over the pattern shift pattern. That is, in the change lever of the H-shaped shift pattern adopted in the general manual change lever, the position corresponding to each shift speed is set. In this device, there are 7 forward gears and 1 reverse gear, so if the H-type shift pattern is used, 8 positions are required. Therefore, the structure of the portion of the manual change lever is likely to be complicated and large, and it is difficult to operate during the shift.

Considering switching between the manual shift mode and the automatic shift mode, in the case of the H-shaped shift pattern, the change lever does not shift with the shift of the shift stage in the automatic shift mode. As a result, the change lever and the shift stage are not aligned, which causes a problem. That is, if the change lever and the shift speed do not match when the automatic shift mode is switched to the manual shift mode, the driver is likely to erroneously recognize the current shift speed, which also causes a problem in the shift operation. Therefore,
It is necessary to provide a mechanism for shifting the change lever according to the shift in the automatic shift mode. However, such a mechanism further complicates the structure of the manual change lever portion and is likely to cause a significant increase in cost.

On the other hand, in the change lever 4A of the I-shaped shift pattern of this device, the substantial shift positions are R (reverse), UP (shift up) and DOW.
N (shift down), the structure of the manual change lever is simplified, and it is easy to downsize. Therefore, the shift operation is easy. The change lever 4A is in the N (neutral) or S (running) position except during the shift operation, and the selected gear position can be recognized from the display unit 13. In the automatic shift mode, the display on the display unit 13 is switched as the shift speed is shifted.

Therefore, when the automatic shift mode is switched to the manual shift mode, it is not necessary to move the change lever itself, and the inconvenience that the change lever and the shift stage do not match is solved, and the driver selects the current shift stage appropriately. It is possible to shift to a manual shift while recognizing. Further, since the manual / automatic changeover switch 5 is always kept in a constant state except at the time of operation,
For example, even if the manual / automatic changeover switch 5 is not operated and the automatic shift mode is switched to the manual shift mode by other means, the manual / automatic changeover switch 5 is not driven specially. It is possible to avoid such a problem that the state of No. 5 does not match the actual shift mode. Then, the driver can drive while easily recognizing the current shift mode while looking at the display of the display unit 13.

Further, in the manual shift mode, if the change lever 4A is set to the UP position with the optimum shift switch 26 turned on, the stable rotation of the engine within the required engine speed range (that is, 600 rpm or more) is achieved. The highest gear position SNmax
It is also possible to jump over to the change lever 4A while the optimum shift switch 26 is turned on.
Is set to the DOWN position, the lowest shift speed SNma in the range where the stable rotation of the engine within the required engine speed range (that is, 2300 rpm or less) is ensured.
Interlaced shift to x is also possible. In this way, interlaced shift can be performed despite the I-type shift pattern, so the range of selection of the driver's shift operation is widened,
There is an advantage that the driver can make a desired shift change.

Further, in the automatic shift mode, if the change lever 4A is set to the UP position, the shift shift map MAP is switched to the economy shift map, and the shift depends on the vehicle speed and the engine load (accelerator operation amount). As a result, it is possible to select a driving pattern that consumes less fuel while keeping the engine in a low speed range.

On the contrary, if the change lever 4A is set to the DOWN position in the automatic shift mode, the shift shift map MAP is switched to the power side shift map, which depends on the vehicle speed and the engine load (accelerator operation amount). As a result of downshifting, it is possible to select a driving pattern while using a large engine output while keeping the engine in the high rpm range.

As described above, in the present semi-automatic transmission device, it is easy for the driver to select sports running or economy running only for a certain period according to the running environment of the vehicle while running. This makes it possible to drive quickly, and it is possible to drive more comfortably during automatic shifting. Further, when the change lever 4A is operated in the manual shift mode, a shift control signal is output on condition that the clutch pedal 6 is depressed, and a reaction force is applied to the change lever 4A. If the pedal 6 is not depressed, the shift control signal is not output and the change lever 4
No reaction force is applied to A. Therefore, the clutch 2 can be protected, and the driver can recognize that the shift operation is not accepted because the reaction force is not applied to the change lever 4A.

If the change lever 4A is shifted to UP, DOWN or R while the clutch pedal 6 is depressed, a reaction force is applied to the change lever 4A from a predetermined position close to UP, DOWN or R. , The driver can recognize that the shift operation is accepted. Further, when the shift lever 4A completes the shift to the gear stage instructed to shift, the reaction force is removed from the change lever 4A, so that the driver can recognize that the shift operation has been completed.

Further, during traveling, during the shift operation, the change lever 4A is operated before the shift to the gear position for which the shift command is issued is completed (that is, before the reaction force of the change lever 4A is removed). When UP or DOWN is returned to S or N, the shift stage returns to N (neutral). After that, when the change lever 4A is shifted again to UP or DOWN, the shift stage is shifted to the optimum shift stage. For this reason,
An erroneous command for gear shift can be promptly and appropriately avoided.

Further, since such a command for the change lever 4A is output as an electric signal, the change lever 4A
Even if the change lever 4A is slightly shifted depending on the setting of contacts or the like attached to A for generating a signal, a desired command can be output, and the control response can be improved. It should be noted that when shifting to the target shift speed, the shift force is increased only when a large shift force is required, and when the large shift force is not required, the shift force is set to a normal magnitude. At the time of shifting to a high speed stage that does not require much shift force, synchroring and chamfer wear are suppressed, and in particular, since responsiveness to the operation of the change lever 4A can be improved, a large shift force is required, for example. Even if the shift force is set to be switched after receiving a signal that the change lever 4A has been operated at the shift speed, the shift operation can be made in time, and the above-described effect can be reliably obtained.

Also, in the unlikely event that the control system fails, the electromagnetic valve 36E operates and the clutch booster 2 operates.
Even in an emergency where the air pressure is supplied to A and the clutch 2 remains disengaged, the electromagnetic valve 36D can be easily set by setting the changeover switch 5 to the manual shift mode.
The air pressure of the clutch booster 2A is removed through
The clutch 2 is separated (disengaged). Therefore, even after this, the shift operation can be performed by the manual shift.

If the semi-automatic T / M control unit 11 or the like fails, the command signal from the change lever 4A is passed through the emergency switch 23 without the intervention of the semi-automatic T / M control unit 11. Since it is possible to switch to the direct operation mode in which the gear is directly transmitted to the gear shift unit 3A, the way of the shift operation is secured even in such a case.

When the driver is in a panic state and an emergency brake (panic brake) operation is performed in which the clutch pedal 6 is not stepped on even if the vehicle decelerates, the emergency braking control section 11E automatically causes the clutch mechanism 2 to operate. Is disconnected and the engine stop is avoided. Therefore, the vehicle can be swiftly operated even in an emergency. In particular, the start of emergency braking control is determined based on the vehicle's deceleration, so sudden braking is reliably performed, the clutch mechanism is disengaged, and the engine braking is effectively activated to achieve the desired deceleration. It is possible to avoid stopping the engine while obtaining

When it is no longer necessary to continue the emergency clutch control, this control is quickly terminated and the normal clutch control is resumed. Therefore, the engine stop avoidance during the panic braking is not impaired without impairing the normal clutch operability. Can be realized. It should be noted that in this embodiment, the shift speed is set to 7 forward speeds, but of course the shift speed of the present transmission device is not limited to this. In addition, in this embodiment, the fourth speed or higher is set to the high speed stage of the shift stage (that is, the region where the automatic shift mode is possible), but this is also the number of shiftable stages of the transmission, engine characteristics, It goes without saying that various high-speed gears (regions in which the automatic shift mode is possible) can be set according to the vehicle characteristics.

In this embodiment, the electromagnetic 3-way valve 36C is set in the communicating state only when the second speed command is made to increase the shift force by the high pressure air. However, this shift force is increased. The control to be performed is performed at the time of a gear shift command having a large shift driving load, and is not limited to at the time of the second speed command. Further, for example, even at the time of the second speed command, the shift force may be increased by the high pressure air or the like only at the time of the second speed command due to the downshift with a larger shift driving load.

Further, instead of the air pressure (air pressure) of this embodiment, other fluid pressure such as hydraulic pressure may be used.

[0182]

As described in detail above, according to the semi-automatic transmission apparatus of the present invention as set forth in claim 1, the clutch mechanism provided at the output portion of the vehicle engine and the operation of the clutch pedal are operated. A clutch actuator for connecting / disconnecting the clutch mechanism and actuating in response to an electric signal to connect / disconnect the clutch mechanism, and a rotational speed due to a driving torque input from the engine via the clutch mechanism. A transmission having a gear mechanism capable of shifting at a plurality of gears, and a gear shift actuator that operates in response to an electric signal to switch the meshing state of the gear mechanism of the transmission to shift the gear to a desired state. For selectively switching between a manual shift mode for manually shifting the shift speed and an automatic shift mode for automatically shifting the shift speed. And animal and automatic selection operation means, an operation means for performing an operation for manually shifting the speed change stage, a shift operation means for outputting a signal corresponding to the operation,
An engine load detecting means for detecting a load state of the engine; a running state detecting means for detecting a running state of the vehicle;
Control means for outputting a command signal to the clutch actuator and the gear shift actuator based on signals from the manual / automatic selection operation means, the shift operation means, and the traveling state detection means to control their operation. When the manual shift mode is selected, the control means outputs a command signal to the gear shift actuator in response to signals from the accelerator command means and the shift operation means, and a manual shift control by remote operation. When the remote control unit for manual shift and the automatic shift mode are selected, the shift is performed while referring to the shift speed selection map in accordance with the detection signals from the engine load detecting means and the running state detecting means. Select a gear and output a command signal corresponding to the clutch actuator and the gear shift actuator to output the clutch. Performing automatic shift control by controlling the operation and gear shifting operation and the clutch connecting operation,
An emergency brake determination means configured to include a remote operation control unit for automatic shifting and configured to determine whether or not an emergency brake operation is performed, and an automatic brake determination means for automatically determining the clutch mechanism of the clutch mechanism based on information from the emergency brake determination means. With the configuration in which an emergency braking control unit that outputs an emergency control signal to the clutch actuator to release the connection is provided, the shift operation can be easily performed without significantly increasing the manufacturing cost and increasing the size of the device. It is possible to significantly reduce the load on the driver regarding the shift operation.

If the clutch disengagement operation is not performed during emergency braking in the so-called panic state (during panic braking), the clutch engagement can be automatically released to avoid the engine stop. Therefore, the vehicle can be appropriately operated even in an emergency. According to the semi-automatic transmission apparatus of the present invention as set forth in claim 2,
In addition to the configuration according to claim 1, the emergency brake determination means is arranged to determine that the emergency brake operation is being performed when the deceleration of the vehicle at the time of brake operation is equal to or more than a predetermined value. According to the configuration, the sudden braking is surely executed, and the clutch mechanism is disengaged, so that the engine stop can be avoided while the engine braking is effectively operated to obtain the desired deceleration.

According to the semi-automatic transmission apparatus of the present invention as set forth in claim 3, in addition to the configuration of claim 1 or 2, wheel lock detecting means for detecting the locked state of the wheels of the vehicle is provided. A clutch connection / disconnection detecting means for detecting a disengagement operation of the clutch mechanism by the clutch pedal, and the emergency braking control section outputs the wheel lock detecting means and the wheel lock detecting means while the control signal for disengaging the clutch mechanism is being output. Based on the information from the clutch engagement / disengagement detection means, the output of the emergency control signal is stopped to operate the clutch pedal on condition that the wheels are not locked or the clutch mechanism is operated to be disengaged. When the clutch disengagement control for avoiding the engine stop is unnecessary, the configuration is set to return to the manual clutch control according to
Since the clutch mechanism quickly returns to manual clutch control according to the operation of the clutch pedal, it is possible to avoid engine stop during panic braking without impairing normal clutch operability.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a semi-automatic transmission apparatus as one embodiment of the present invention.

FIG. 2 is a perspective view showing a shift operating means (change lever) of the semi-automatic transmission apparatus as one embodiment of the present invention.

FIG. 3 is a diagram showing a shift pattern of a shift operation means (change lever) of a semi-automatic transmission apparatus according to an embodiment of the present invention.

FIG. 4 is a schematic configuration diagram showing a clutch actuator and a gear shift actuator of a semi-automatic transmission device as one embodiment of the present invention.

FIG. 5 is a flowchart showing a main part of an overall control flow (main routine) of the semi-automatic transmission apparatus as one embodiment of the present invention.

FIG. 6 is a flowchart showing a part of the overall control flow (main routine) of the semi-automatic transmission apparatus as one embodiment of the present invention.

FIG. 7 is a flowchart showing a flow of finger shift control (finger shift routine) of the semi-automatic transmission apparatus as one embodiment of the present invention.

FIG. 8 is a flowchart showing a flow of an automatic shift control (automatic shift routine) of the semi-automatic transmission apparatus as one embodiment of the present invention.

[Explanation of symbols]

1 Diesel engine 1A Electronic governor 2 Clutch mechanism 2A Clutch booster as actuator for clutch 3 Transmission body (semi-automatic transmission body) 3A Gear shift unit (GSU) as actuator for gear shift 4 Change lever unit as shift operating means 4A Change lever 5 Manual / automatic changeover switch (or automatic shift selection switch) as manual / automatic selection operation means 6 Clutch pedal 7 Accelerator pedal 7A Accelerator pedal depression amount sensor as engine load sensor 11 Control means for semi-automatic transmission (semi-automatic T / M control unit) 11A remote control section for manual shift 11B remote control section for automatic shift 11C emergency brake determination means 11D wheel lock detection means 11E Control unit during sudden braking 12 Control means for electronic governor (electronic governor control unit) 13 Display unit 13A Switching buzzer 14 Alarm buzzer 21 Vehicle speed sensor 22 Clutch rotation speed sensor 23 Emergency switch 24 Accelerator depression amount sensor 25 Engine rotation speed sensor 26 Optimal shift switch as optimum shift mode setting means 27 Reaction force imparting mechanism 31 Air tank (main air tank) 31B Sub air tank 31C Emergency tank 32 Air piping (air hose) 33 Check valve 34 Double check valve 35A to 35C Low air pressure switch 36A Electromagnetic 3-way valve as fluid pressure switching means 36B to 36D Electromagnetic 3-way valve 36E, 36F Electromagnetic valve 37A Low as pressure adjusting means Reducing valve 37B pressure reducing valve 38 relay valve 39 the air dryer as a pressure adjusting means

Claims (3)

[Claims] Claim: What is claimed is: 1. A clutch mechanism provided at an output part of a vehicle engine, and connecting and disconnecting the clutch mechanism according to actuation of a clutch pedal, and actuating according to an electric signal to connect and disconnect the clutch mechanism. A clutch actuator for driving, a transmission having a gear mechanism capable of changing a rotational speed by a driving torque input from the engine through the clutch mechanism at a plurality of shift stages, and a gear mechanism operating in response to an electric signal. A gear shift actuator that shifts the gear to a desired state while switching the meshing state of the gear mechanism of the transmission, a manual shift mode that manually shifts the gear, and an automatic shift that automatically shifts the gear. A manual / automatic selection operation means for selectively switching between shift modes and an operation means for performing an operation for manually shifting the shift speed. Shift operation means for outputting a signal according to the operation, engine load detection means for detecting the load state of the engine, running state detection means for detecting the running state of the vehicle, and manual / automatic selection operation. Means for controlling the operation of the clutch actuator and the gear shift actuator by outputting a command signal to the clutch actuator and the gear shift actuator based on signals from the shift operating means and the traveling state detecting means. When the manual shift mode is selected, a command signal is output to the gear shift actuator in response to signals from the accelerator command means and the shift operation means to perform manual shift control by remote operation. When the remote operation control unit and the automatic shift mode are selected, the engine is operated under the condition that the shift speed is set to other than the low speed. Depending on the load detecting means and the detection signal from the running state detecting means,
Automatically by selecting a shift speed with reference to the shift speed selection map, outputting a command signal corresponding to the clutch actuator and the gear shift actuator, and controlling the clutch disengagement operation, the gear shift operation, and the clutch engagement operation. An emergency brake determination means for determining whether or not there is an emergency brake operation, which is configured to include a remote operation control unit for automatic speed change that controls gear shifts, and an automatic brake operation during emergency brake operation based on information from the emergency brake determination means. A semi-automatic transmission apparatus, wherein an emergency braking control unit that outputs an emergency control signal to the clutch actuator to disconnect the clutch mechanism is provided. 2. The emergency braking determination means is set so as to determine that the emergency braking operation is being performed when the deceleration of the vehicle at the time of braking operation is equal to or higher than a specified value. The semi-automatic transmission apparatus according to claim 1. 3. A control unit for emergency braking, comprising wheel lock detection means for detecting a lock state of wheels of the vehicle, and clutch connection / disconnection detection means for detecting a disengagement operation of the clutch mechanism by the clutch pedal. , The wheel is not in the locked state or the clutch mechanism is operated to be disengaged based on the information from the wheel lock detecting means and the clutch connecting / disconnecting detecting means while the control signal for disengaging the clutch mechanism is being output. 3. The semi-automatic system according to claim 1 or 2, characterized in that the output of the emergency control signal is stopped and the manual clutch control is returned to the manual clutch control according to the operation of the clutch pedal. Transmission device.