JPH09324850A - Transmission control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a transmission performance such as improving a running feeling under an automatic transmission mode and enabling a fast and positive over-riding shift under a manual mode to be carried out. SOLUTION: There are provided an actuator 2A for a clutch, an actuator 3A for a gear shift, and a control means 11 for outputting an instruction signal to both actuators 2A, 3a in response to an operation of a shift operating means 4 so as to perform a manual transmission control in a remote controlling operation when a manual shift mode is set and for outputting an instruction signal to transmission stages for both actuators 2A, 3A in response to the number of rotation of an engine and an engine load under an automatic shift mode to perform an automatic transmission control, wherein the automatic transmission control is continued under a control of the control means 11 even if a clutch pedal is depressed and further the riding-over shift operation is carried out under a continuous operation of an up-down type shift operating means 4 when the manual shift mode is set.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is suitable for use in a semi-automatic transmission device having a manual shift mode in which a gear shift actuator is remotely operated by a manual operation and an automatic shift mode in which an automatic shift is performed. The present invention relates to a shift control device, and more particularly, it relates to a shift control device in which operational harmony between both shift modes and operability in a manual mode are improved.

[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, a change lever (= shift operation means) on the driver side is generally used. 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 operating force of the driver, and the driver is required to have a required operating force. For this reason, this shift operation becomes a heavy burden on the driver, especially when the shift operation is frequently requested such as when driving in the city. Therefore, there has been developed a remote control transmission device in which an actuator for driving the gears in the transmission is driven and the actuator is remotely controlled via an electric signal.

That is, as the actuator, for example, an electromagnetic control valve is controlled by using air pressure, 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 a 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. 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 transmission amount of drive torque is large and the load on the torque converter 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.

The automatic shift and the manual shift by remote control can be selectively switched.
A shift control device called a so-called semi-automatic transmission device is disclosed in, for example, Japanese Patent Application Laid-Open No. 6-241298.

[0007]

By the way, in the above conventional shift control device, when the clutch operation (that is, the depression of the clutch pedal) is performed in the automatic shift mode,
The shift operation is stopped during the clutch operation (shift cancel), and after the clutch operation (that is, the depression of the clutch pedal) is completed, the automatic shift operation is executed as necessary. This is for the following reason.

That is, while the vehicle is running in the automatic shift mode, the clutch operation is automatically performed in response to the shift request, and therefore the driver does not want to step on the clutch pedal. Therefore, if the clutch pedal is depressed while the vehicle is traveling in the automatic speed change mode, the shift is canceled to give an uncomfortable feeling, thereby instructing the driver not to depress the clutch pedal in such a situation.

Further, in the conventional gear shift control device, while the vehicle is traveling in the manual gear shift mode, the shift feeling is given by applying some reaction force to the operation of the change lever. The reaction force against the operation of such a change lever is essentially unnecessary and is not applied. Therefore, even if the driver manually attempts to perform a gear shift operation while traveling in the automatic gear shift mode, the driver cannot easily recognize the completion of the gear shift, and it is difficult to perform an appropriate manual gear shift operation. Therefore, in the automatic shift mode, the manual shift operation by depressing the clutch pedal is also prohibited.

However, if shift cancel is performed when the clutch operation is performed in the automatic shift mode, and the vehicle speed changes significantly during the clutch operation, the shift operation is started after the clutch operation is completed. Since the start of the gear shifting operation is delayed, a situation may occur in which the vehicle is decelerated greatly after the clutch operation is finished and then accelerated again. Feeling is getting worse.

As a structure of the change lever in the shift control device, a shift up command is issued when the change lever is tilted forward, and a shift down command is issued when the change lever is tilted backward. Change lever is considered. Such an up-down type change lever has a change lever movement mode (shift pattern) even when there are many shift stages such as a transmission in a large vehicle such as a bus or a truck.
Can be simply configured, however, for example, when jumping up from the 2nd speed to the 4th speed at the 3rd speed and shifting up at once (this is called an interlaced shift), it cannot be performed by one action.

Therefore, when performing such an interlaced shift, the change lever is operated so as to be continuously tilted forward a plurality of times in order to carry out a shift up of a plurality of steps, and the change lever is carried out in order to carry out a shift down of a plurality of steps. It is conceivable to operate by pushing backwards several times in succession. By the way, when performing an interlaced shift in the up-down type change lever in this way, the controller that receives the operation signal of the change lever and outputs the command signal related to the gear shift is operated by the shift operation when the shift operation is performed. It is necessary to determine whether it is a single shift (a shift of one step that is not an interlaced shift) or an interlaced shift.

Therefore, conventionally, whether the shift operation is a single shift or an interlace shift is determined as follows. In other words, when the shift operation is started, it waits for a predetermined time ΔT, and the shift command is issued based on the shift operation information operated within the predetermined time ΔT. The waiting time ΔT in this case is set as a time that allows the interleaving shift operation of a plurality of steps with the change lever. For example, in order to be able to perform the interleaving shift of four steps, the change lever is set to four. The time ΔT is set so as to wait for a time sufficient to perform the up operation or the down operation continuously.

However, if the waiting time ΔT is set in this way, the waiting time ΔT is set even in the case of a single shift.
Since the shift operation is started with a delay of T, there is a problem that it takes time before the shift starts. The present invention has been devised in view of the above-mentioned problems, and prevents the driving feeling from being deteriorated even if the clutch operation is performed in the automatic shift mode, and can perform the interlaced shift quickly and reliably in the manual mode. An object of the present invention is to provide a shift control device.

[0015]

Therefore, the shift control device of the present invention according to claim 1 includes an engine provided in the vehicle, and a clutch mechanism interposed between the engine and the power transmission system. A clutch pedal for connecting and disconnecting the clutch mechanism, a clutch actuator for connecting and disconnecting the clutch mechanism according to an operating state of the clutch pedal or an input electric signal, and the engine through the clutch mechanism. A transmission having a shift gear mechanism that shifts and outputs the rotational torque output from a plurality of shift stages, and the shift stage has a desired state while switching the meshing state of the gear mechanism according to an electric signal. A gear shift actuator for shifting to the gear shifter and an operating means for performing a manual shift operation of the transmission, which outputs a signal according to the manual shift operation Shift operation means capable of controlling the operation of the actuator for automatic transmission, a manual shift mode for manually shifting the shift speed, and a manual shift mode for selectively switching between an automatic shift mode for automatically shifting the shift speed. Based on a selection signal from an automatic selection operation means, an engine rotation speed detection means for detecting the rotation speed of the engine, an engine load detection means for detecting a load request state of the engine, and a selection signal from the manual / automatic selection operation means. When the manual shift mode is selected, a command signal is output to the clutch actuator and the gear shift actuator in response to a signal from the shift operating means to perform manual shift control by remote operation, and the automatic shift. When the mode is selected, the mode selected according to the detection signals from the engine speed detection means and the engine load detection means. A command signal corresponding to the clutch actuator and the gear shift actuator is output based on the speed, and a control means for performing automatic shift control is provided, and the control means, while the automatic shift mode is selected, It is characterized in that the automatic shift control is continued even if the clutch pedal is depressed.

According to another aspect of the present invention, there is provided a gear change control device.
2. The apparatus according to claim 1, wherein when the control means performs a shift-up or shift-down command operation continuously a plurality of times through the shift operating means, a shift-up command or a shift-down command is issued so as to jump over a middle shift stage. And an interlace shift control means for executing interlace shift control, and the interlace shift control means receives a shift-up or shift-down command operation signal, and subsequently, a shift-up or shift-down continuous command. When the operation is performed, a determining unit that determines whether or not the shift operation for the continuous command operation is feasible, and the determining unit determines that the shift operation for the continuous command operation is not feasible, Immediately after this determination, a shift command is issued according to the command operation signal input above,
When it is determined that the shift operation for the continuous command operation can be realized by the determination means, a shift command means for issuing a shift command according to the command operation signal after waiting for a predetermined time is provided. There is.

According to a third aspect of the present invention, there is provided a gear shift control device,
2. The apparatus according to claim 1, wherein when the control means performs a shift-up or shift-down command operation continuously a plurality of times through the shift operating means, a shift-up command or a shift-down command is issued so as to jump over a middle shift stage. The interlaced shift control means for performing the interlaced shift control is performed, and when the interlaced shift control means receives an instruction operation signal for upshifting or downshifting, it waits for a time required for one instruction operation. , If a command operation signal is not input during this period, a shift command is issued in accordance with the above-mentioned command operation, and if a command operation signal is input during this time, only the time required for the above-mentioned one command operation It is characterized in that it is configured to wait.

According to another aspect of the present invention, there is provided a gear change control device according to the present invention.
2. The apparatus according to claim 1, wherein when the control means performs a shift-up or shift-down command operation continuously a plurality of times through the shift operating means, a shift-up command or a shift-down command is issued so as to jump over a middle shift stage. And an interlace shift control means for executing interlace shift control, and when the interlace shift control means receives a first command operation signal for up-shifting or down-shifting, a shift according to the first command operation signal is performed. When the command is promptly issued and thereafter a command operation signal for upshifting or downshifting is continuously input to the first command operation signal, the command operation signal waits for a time required for one command operation, and during this period. If no command operation signal is input, a shift command is issued according to the above-mentioned input command operation, If the input is characterized by being configured to listen only more time required for one instruction operation described above.

According to a fifth aspect of the present invention, there is provided a gear change control device,
The device according to claim 3 or 4, wherein the interlaced shift control means can realize a shift operation for the continuous command operation when a continuous command operation for upshift or downshift is subsequently performed at the start of the standby. If it is determined that the shift operation corresponding to the continuous command operation is not feasible by the determining means that determines whether or not there is a shift command, a shift command is issued immediately after this determination in accordance with the command operation signal input immediately before. If it is determined that the shift operation corresponding to the continuous command operation can be realized by the determination means,
It is characterized in that it is provided with a shift command means for issuing a shift command in response to an operation signal after continuing the standby.

According to a sixth aspect of the present invention, there is provided a gear change control device,
The device according to any one of claims 1 to 5, wherein the control means outputs a command signal to the clutch actuator and the gear shift actuator in response to a signal from the shift operating means during the shift control, It is characterized in that it is configured to control connection / disconnection drive of the clutch mechanism and switching of the meshing state of the gear mechanism.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. 1 to 15 show a shift control device as an embodiment of the present invention. FIG. 1 is a schematic configuration diagram showing the overall configuration thereof, and FIG. 2 is a shift of the shift control device to which the present device is applied. Operating means (change lever)
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. A flowchart for explaining the operation and FIGS. 12 to 15 are time charts for explaining the operation.

The gear shift control device of this embodiment can select and execute a manual shift mode and an automatic shift mode. In the manual shift mode, a shift command for a shift stage by a manual operation of a driver is sent as an electric signal. To the clutch actuator and the gear shift actuator to remotely operate the clutch actuator and the gear shift actuator. In the automatic shift mode, the running state of the vehicle (for example, vehicle speed or engine load)
The operation of the clutch actuator and the gear shift actuator is controlled when it is necessary to switch the shift speed in order to obtain the optimum shift speed according to the above.

Further specifically explaining the present device, the present shift control device is installed in a diesel engine 1 provided in a vehicle, and is attached to an output part of the engine 1 as shown in FIG. Clutch mechanism 2, transmission main body, that is, semi-automatic transmission (hereinafter referred to as semi-automatic T / M) 3, and control means for controlling the operation of semi-automatic T / M 3 (semi-automatic T / M control unit)
11 and a control means (electronic governor control unit) 12 for the electronic governor 1A of the engine 1.

Further, the semi-automatic T / M control unit 11 which is the control means includes a manual operation remote operation control section 11A for performing manual shift control by remote operation in the manual shift mode, and a clutch disengagement operation in the automatic shift mode. It also has a remote control unit 11B for automatic shifting that controls the gear shifting operation and the clutch engaging operation to perform automatic shifting control.

The engine 1 is a diesel engine, and as described above, the electronic control governor (electronic governor) 1 is used.
It has A. Further, the clutch mechanism 2 includes a clutch booster 2A that functions as a clutch actuator.
The clutch booster 2A drives the clutch mechanism 2 to connect and disconnect according to the supply state of air from the air tank 31. Further, the clutch mechanism 2 includes a clutch stroke sensor 2B for detecting a clutch stroke.
Is provided.

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 the gears to a desired state while switching the meshing state of the gear mechanism of the transmission main body 3. The electronic governor 1A, the clutch booster 2A, and the gear shift unit 3A are controlled by the semi-automatic T / M control unit 11 and the electronic governor control unit 12 through electric signals.

Semi-automatic T / M control unit 11
Is a change lever unit as shift operating means and manual / automatic selection operating means 4, a vehicle speed detecting means (vehicle speed sensor) 21 for detecting the vehicle speed of the vehicle, a clutch stroke sensor 2B, and a clutch switch for detecting the depression of the clutch pedal 6. 40, a transmission gear sensor (not shown) that detects the shift speed of the transmission 3, a clutch rotation speed sensor (clutch output rotation speed detection means) 22 that detects the clutch rotation speed (that is, the output side rotation speed of the clutch mechanism 2) 22, When the brake pedal 80 is stepped on, the switch is turned on, and a stop lamp switch (including a type that detects the air pressure of the brake) 70 as a brake detection means for detecting the operation of the brake, a governor control unit 12, an emergency switch 23, a display. Unit 1 , Signal sound at the time of mode switching (beep sound)
The switching buzzer 13A and the alarm buzzer 14 for generating the alarm are respectively connected.

Further, 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. The accelerator depression amount sensor 24 is attached to the accelerator pedal 7. When the manual shift mode is selected through the change lever unit 4, the semi-automatic T / M control unit 11 is provided with a manual operation remote control unit 11A for manual shifting, based on a command from the change lever unit 4. The gear shift unit 3A alone or the gear shift unit 3A and the clutch booster 2A can be remotely operated.

In other words, in the manual operation remote control section 11A of the present apparatus, in the manual shift mode, the gear shift unit 3A and the clutch booster 3A and the clutch booster are operated by only manually operating the change lever 4A of the change lever unit 4 except when starting. 2A by remote control, transmission main body 3
While the main part of the above and the clutch mechanism 2 are driven, the operations of clutch disengagement, gear change, and clutch engagement are controlled.

The manual operation of the change lever 4A is
Since it is a switch operation that outputs an electrical control signal rather than a mechanical driving force, a shift operation can be performed with an extremely small operating force. Here, such control of manual operation of the change lever 4A is referred to as finger touch control or finger control, and is also referred to as finger touch shift mode instead of the manual shift mode.

Further, in the present shift control device, when the automatic shift mode is selected through the change lever 4A, the automatic shift mode can be carried out except for the clutch connection operation at the time of starting. In such an automatic shift mode, the gear shift unit 3A and the clutch booster 2 are operated based on various kinds of information via the automatic operation remote control unit 11B of the semi-automatic T / M control unit 11.
A is remotely operated, and the electronic governor 1A is remotely operated based on various information via the electronic governor control unit 12.

By the way, in the present device, the automatic shift mode can be executed during traveling, for example, in the range of the second speed to the seventh speed. In the case of a large vehicle such as a bus or a truck, the first gear is used when the vehicle starts at a high load or when the vehicle is in a very low load at a high load. It is possible to select a shift speed suitable for the traveling state in the shift range. Therefore, the present device can perform shift control in the automatic shift mode under most circumstances during normal traveling.

At the time of starting, it is necessary to gradually connect the clutch so as to gradually increase the amount of torque transmission by the clutch. In order to appropriately and automatically control the clutch connection at the time of starting, At present, the structure of the clutch booster 2A and its control are further complicated. Therefore, in this device, in order to avoid such a complicated device and control, the automatic shift mode is not executed at the time of starting, and the automatic clutch control is also performed at the time of starting in the manual shift mode. The clutch is engaged only by manual operation without performing the operation.

Therefore, in the shift control device of the present invention,
The automatic shift mode can be implemented under almost all driving conditions except when starting, and the manual shifting mode, which does not require clutch operation (depressing operation of the clutch pedal 6), can be used in all driving conditions except when starting. It can be carried out below, and the burden on the driver can be greatly reduced.

Of course, when the vehicle is stopped, the clutch mechanism 2 is automatically driven to the disengaged state (disconnection). Therefore, as shown in FIG. 1, the automatic shift remote operation control unit 11B is provided with a stop determination means 50 for determining whether the vehicle is stopped and a vehicle stop clutch control means 60 for controlling the clutch booster 2A. The stop determination means 50 and the clutch control means 60 control the clutch operation, the accelerator operation and the gear shift operation in the automatic shift mode.

A vehicle speed sensor 21, a clutch rotation speed sensor 22 and a stop lamp switch 70 are connected to the stop determination means 50, and each of these sensors 2
Based on the information from 1, 22, 70, the clutch rotation speed is less than or equal to a predetermined speed (for example, 600 rpm), the brake is in operation, and the vehicle speed is at a predetermined vehicle speed (for example, 3 rpm).
In the case of 0 km / h) or less, it is determined that the vehicle is stopped or is about to stop.

Further, the vehicle stop clutch control means 60 stops the vehicle (or immediately before the stop) by the stop determination means 50.
When it is determined that the clutch booster 2A is disconnected, the clutch mechanism 2 is disconnected in order to prevent engine stalling. When the vehicle is stopped, the clutch is held in a disengaged state for a predetermined time.

By the way, in the conventional shift control device, in order to prevent the driver from depressing the clutch pedal 6 during traveling in the automatic shift mode, the shift is canceled when the clutch pedal 6 is depressed. However, in this device, in the automatic shift mode,
The switching control is performed so that the optimum shift speed is always selected for the traveling state regardless of the depression of the clutch pedal 6.

As described above, by appropriately performing the switching control of the shift speed regardless of whether the clutch is operated or not even in the automatic shift mode, the delay of the shift operation is avoided, and the clutch operation is performed, for example. Even after this clutch operation is completed, however, the appropriate shift stage is selected, and it is possible to prevent the vehicle from rattling and speed changes during clutch operation, and to prevent the driving feeling from deteriorating. Of.

In order to detect the running state of the vehicle,
The engine 1 is provided with an engine load detecting means 90. The engine load detecting means 90 is composed of the accelerator depression amount sensor 24, the engine speed sensor 25, and a transmission gear sensor (not shown) described above. For example, the load state of the engine 1 based on the accelerator opening degree, the engine speed, and the like. Is to detect. Then, the automatic shift remote operation control section 11B is configured to set the target shift speed to be shifted based on the detection information from the vehicle speed sensor 21, the engine load detecting means 90 and the like.

After the clutch control means 60 for stopping the vehicle has completed the disengagement of the clutch mechanism 2, the optimum shift speed is set according to the speed condition of the vehicle and the load condition of the engine 1, and the shift to this shift speed is performed. It is like this. In addition,
Such automatic shift control and clutch disengagement control will be described in detail later. By the way, change lever unit 4
2 includes a change lever 4A having a relatively short stroke, as shown in FIG.

The shift pattern of this change lever 4A is as shown in FIG. 3, and N (neutral)
, R (reverse), D (drive), H (hold), UP (shift up), and DOWN (shift down) form an I-type shift pattern having six positions. It should be noted that if the D position is selected, the automatic shift mode can be set, and if the H position is selected, the shift speed is maintained in the manual shift mode (that is, Hol
d). Since the manual shift mode is set at the H position, it is also referred to as the M (manual) position.

Of these, N position, R position,
When the position is set to each of the D position and the S position, the change lever 4A stops at this position even if the hand is released from the change lever 4A after the operation, but at the UP position and the DOWN position, the hand is moved from the change lever 4A. When released, it automatically returns to the H position.

Therefore, except during the shift operation, the change lever 4A is in the N (neutral), D (drive) or H (hold) position, and the gear selected from the position of the change lever 4A. Can't recognize. Therefore, in this device, in response to a signal from the semi-automatic T / M control unit 11, the display unit 13 displays the current shift speed, that is, 1
Speed, 2nd speed, 3rd speed, 4th speed, 5th speed, 6th speed, 7th speed, R (reverse), N (neutral), and D (drive) are displayed.

Further, the display unit 13 is adapted to indicate whether the shift mode is the automatic shift mode or the manual shift mode by turning on or off the automatic shift indicator lamp. And N, D, N, U
A command signal is output according to each position of P, DOWN, and R. The command signal is output even at a transitional position between the positions. That is, between the H position and the UP position, and between the H position and the DOWN position, the H
A command signal corresponding to the position is output, 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 D position,
A command signal according to the H position is output between the D position and the H position. That is, the UP, DOWN, R, and D 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, and the N position signal is given priority. 2, the H position signal is prioritized.

By the way, since the change lever 4A is of the so-called up-down type as described above, even when there are many shift stages such as a transmission in a large vehicle such as a bus or a truck, the change lever movement mode is changed. The (shift pattern) can be configured simply, but some kind of ingenuity is required when, for example, jumping from the 2nd gear to the 4th gear and jumping up the 3rd gear all at once (this is called an interlaced shift). .

Therefore, in the present apparatus, for example, in order to perform a shift up of a plurality of gears, the change lever is operated to be continuously tilted forward a plurality of times, and in order to perform a shift down of a plurality of gears, a plurality of change levers are moved backward. Such an interlaced shift can be realized by operating the robot so that it is continuously tilted. In this way, when performing an interlaced shift with the up-down type change lever, when there is a shift operation, this shift operation is a single shift, that is, a shift of one step that is not an interlaced shift, or an interlaced shift. You have to decide if there is. Therefore, the manual operation remote control unit 11 of the present device
In A, the following interlace shift determination means 1
It has 00.

That is, the interlaced shift determination means 100
When the change lever 4A is operated from the H position to the UP position or the DOWN position (this is referred to as a first command operation), within a predetermined time Δt, a shift operation for continuous interlaced shift (this is referred to as a second command operation) is performed. If the second command operation is not performed within a predetermined time Δt, it is determined that the command is a single shift command.

In particular, the predetermined time Δt which is the threshold value for this determination.
Is set according to the time required for one shift operation. In other words, one shift operation requires the change lever 4
Since A is reciprocated between the H position and the UP position or between the H position and the DOWN position, this operation requires a certain time. Of course, since the operation speed varies depending on the driver, the predetermined time Δt is
It is set to a time (Δt = t1 + α, α: a minute value) that is slightly longer than the time (t1) at which a driver who operates slowly can complete one shift operation.

Also, in the case of the same interlace shift, in addition to, for example, one-step jump from the second speed to the fourth speed, for example, two-step jump from the second speed to the fifth speed or the second speed to the sixth speed. It is also possible to jump to three speeds. Further, the interlaced shift determination means 100 is configured to always determine whether or not a further shift operation is performed within a predetermined time Δt from this time point when the shift operation is performed.

Therefore, for example, as shown in FIG.
If the shift operation is performed twice consecutively, the second command operation is performed during the predetermined time period Δt after the first command operation, and the interlaced shift determination means 100 performs the second command operation. It waits for a new predetermined time Δt from the time when the operation is performed. During this period, if the next command operation (third command operation) is not performed, it can be determined that the shift operation has been performed twice consecutively, and in this case, the one-step interlaced shift is performed.

Further, for example, as shown in FIG. 14, if the shift operation is performed three times in succession, the second command operation is performed within a predetermined time Δt after the first command operation, and after the second command operation. Although the third command operation is performed within the new predetermined time Δt, the next command operation (fourth command operation) is not performed within the new predetermined time Δt after the third command operation, and the shift operation is performed by 3 times. It can be determined that it is a continuous one. In this case, a two-step interlace shift is performed.

In this way, by always waiting for a predetermined time (that is, the time required for one shift operation) Δt after each shift operation to make the determination, not only the one-step interlace shift or the two-step interlace shift, A three-step interlaced shift and a plurality of interlaced shifts of a plurality of steps can be reliably determined and a shift command can be issued. Moreover, it is possible to shorten the waiting time for such a determination.

Here, in order to compare with this device,
The determination of the interlaced shift, which has been conventionally considered, will be described. Conventionally, as shown in FIG. 15, a sufficient waiting time ΔT is provided, and within this waiting time ΔT, the number of consecutive shift operations can be increased. Depending on whether or not it is performed, it is determined whether it is a single shift or an interlace shift, and in the case of an interlace shift, how many jumps are required.

Therefore, the waiting time ΔT is set in accordance with the expected operation time required for a plurality of interlaced steps. For example, considering up to the fifth gear jump from the second speed to the seventh speed, it is necessary to set the waiting time ΔT to a time corresponding to five shift operations. However, if the waiting time ΔT for determination is set to be long in this way, even in the case of a single shift, the shift operation is not started until the long waiting time ΔT elapses. It took a long time to start the actual shift operation.

In the present apparatus, the waiting time Δt required for the determination of the interlaced shift is set to the time corresponding to only one shift operation as described above, so that the waiting time ΔT is dramatically increased as compared with the conventional waiting time ΔT. Has been shortened. That is, in any of the shifts, after the shift command operation, the shift operation can be started only with a delay corresponding to one shift operation.

Further, the remote operation control section 11A for manual shift of the present apparatus further comprises shift possibility determining means 102 for determining whether or not the shift commanded shift is possible. The shift possibility determination means 102 includes a first determination unit 102A that determines whether or not the shift command can be shifted when a shift command operation is performed, and a shift command that is subsequent to the shift command operation when the shift command operation is performed. A second determination unit 102B that determines whether or not such an interlaced shift is possible when an operation is performed (that is, when an interlaced shift command operation is met) is provided.

First determining section 102A and second determining section 102
B determines that the engine speed can be shifted (that is, the engine speed is appropriate) if the engine speed falls within an appropriate range when each shift is executed, and the engine speed is determined when the respective shifts are executed. If it does not fall within the proper range, it is determined that the shift is impossible (that is, the engine speed is inappropriate).

In other words, the first determining unit 102A receives the shift command operation and determines whether or not the shift corresponding to this operation is possible based on the engine speed, and the second determining unit 102A.
At B, it is determined based on the engine speed whether or not the shift can be performed in response to the continuous shift command operation when the shift command operation is performed and the shift command operation is continuously performed.

The proper range of engine speed is
The lower limit value is set to a rotational speed at which the engine does not stall, and the upper limit value is set to a rotational speed at which the engine does not overrev. Then, in the manual operation remote control unit 11A, the first determination unit 102
If it is determined that the shift is impossible in A, the shift control is not performed even if the shift command operation is performed, and the alarm buzzer 14 is operated.
And the like, and warns that the shift is impossible.
In 02A, it is determined that the shift is possible, but the second determination unit 102
If it is determined that shift is impossible in B, the waiting time Δ
Immediately after this determination, the shift control based on the shift command operation is executed without waiting for t.

If it is determined by both the first determination unit 102A and the second determination unit 102B that the shift is possible, after the first command operation, the standby time Δt is waited as described above.
If there is no shift command operation (second command operation) that is continuous with the first command operation within this waiting time Δt, shift control according to one shift command operation is performed, and if there is a second command operation, Furthermore, the first determination unit 102A and the second determination unit 102B make determinations.

Here, if the first determination unit 102A determines that the shift is possible but the second determination unit 102B determines that the shift is not possible, it does not wait for the waiting time Δt and immediately after this determination. , 1-step interlaced shift control based on the first command operation and the second command operation. On the other hand, the first determination unit 102A and the second determination unit 102B also
However, when it is determined that the shift is possible, the vehicle waits for the waiting time Δt. Then, within the waiting time Δt, the second
If there is no continuous shift command operation (third command operation) in the command operation, one-step interlaced shift control according to the shift command operation is performed, and if there is a third command operation,
The determination by the first determination unit 102A and the second determination unit 102B is performed.

In the same manner as above, even if there are further continuous shift command operations, the control is performed based on the judgments by the first judging section 102A and the second judging section 102B. Before the continuous shift command is issued, when the continuous shift command is impossible, the shift operation can be started promptly without waiting for the waiting time Δt.

Incidentally, the air line system and the hydraulic line system for driving the gear shift unit 3A and the clutch booster 2A are constructed 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), 3
3 is a check valve, 34 is a double check valve, 3
5A to 35C are low air pressure switches. 3
6B to 36D are electromagnetic 3-way valves. Here, the valve 36B is MVP, the valve 36C is MVR,
The valve 36D is also referred to as MVW. Reference numerals 36E and 36F denote electromagnetic valves. The valve 36E supplies air and is also referred to as MVX here. The valve 36E performs air bleeding and is also referred to as MVY here.

These electromagnetic valves 36B, 36C, 36
Both E and 36F are switched according to a command signal from the semi-automatic T / M control unit 11. The electromagnetic 3-way valve 36B is for switching the use state of the main tank 31 and the emergency tank 31C, and is normally in the discharge state so that the air pressure from the main tank 31 is used, In an emergency where 31 does not work normally, the air pressure from the emergency tank 31C is used to establish communication.

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. By the way, the clutch 2 is in a separated state (disengaged state) when air pressure is supplied to the clutch booster 2A.
When the air pressure of the clutch booster 2A is released, the clutch booster 2A is brought into a joined state (contact state). 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 engaged. Is set.

The electromagnetic 3-way valve 36D is for disconnecting the air pressure so that the clutch will not be disengaged due to damage of the electromagnetic valve 36E during parking with the gear in place. When the engine is stopped, the air pressure of the clutch booster 2A is removed so that the air is discharged. Further, 37A is a low pressure reducing valve with an output air pressure of 3.9 kg / cm ² , and 37B is a high pressure reducing valve with an output air pressure of 7.5 kg / cm ² , for example.

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 6 and the oil passage 41, is connected to the clutch 2 when the clutch booster 2A is discharged. 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, as described above,
The transmission control mode includes a manual shift mode and an automatic shift mode. When the change lever 4A is set to the H position manual shift mode or when the change lever 4A is set to the D position switch automatic shift mode. Is not in the automatic shift mode, the manual shift mode is set.

In this manual shift mode, the electromagnetic valve 36 is used in the semi-automatic T / M control unit 11.
Control of C (that is, MVR) and MVA to MVF is performed as follows. That is, if the change lever 4A is instructed to shift from the N position to the R position while the clutch pedal 6 is being depressed when the vehicle is stopped, the semi-automatic T / M control unit 11
From the electromagnetic valves MVA to M of the gear shift unit 3A
An operation signal is output to the corresponding electromagnetic valve of the VF, 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 gear stage 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).

When the vehicle is stopped, the clutch pedal 6
Change lever 4A from N position to D
When a shift command is operated to the position, a predetermined time t1 (t1
After a very short time), an operation signal is output from the semi-automatic T / M control unit 11 to the corresponding electromagnetic valve of the electromagnetic valves MVA to MVF of the gear shift unit 3A, and the gear of the transmission main body 3 is output. The meshing state of the mechanism can be switched from the N state (neutral state) to the second speed.

The second speed is a gear used by a bus, truck or the like when starting normally, and when the change lever 4A is operated to the D position, preparation for starting is completed and the clutch pedal 6 is released. You can take off while taking off. When the change lever 4A is operated from the D position to the H position after the second speed is thus selected, the second speed is maintained.

Following this, UP from the H position
When commanded to the position or the DOWN position, an operation signal is output from the semi-automatic T / M control unit 11 to a corresponding electromagnetic valve among the electromagnetic valves MVA to MVF of the gear shift unit 3A, and the transmission main body 3 is operated. The meshing state of the gear mechanism can be switched to the third speed in the UP operation and to the first speed in the DOWN operation.

Further, the remote control control unit 11A for manual shifting of the present apparatus includes a D position (automatic shifting position) when the change lever 4A is operated from the N position to the H position through the D position when the vehicle starts. ) Is determined to be within a predetermined time t1 set in advance, and the D position is determined based on the determination result from the automatic shift position passage determination means 104 and the automatic shift position passage determination means 104. The neutral holding means 1 for holding the transmission gear in the N state even when the H position is entered without switching the transmission gear to the second speed state when the vehicle quickly passes.
06 is provided.

That is, the automatic shift position passage determining means 104
When it is determined that the change lever 4A has been promptly operated to shift to the H position from the N position through the D position within the predetermined time t1 while the clutch pedal 6 is being depressed while the vehicle is stopped, the neutral holding means 106 The shift gear is held in the neutral state without switching to the second speed state.

When a command operation is performed from the neutral H position to the DOWN position, the semi-automatic T /
An operation signal is output from the M control unit 11 to the corresponding electromagnetic valve among the electromagnetic valves MVA to MVF of the gear shift unit 3A so that the meshing state of the gear mechanism of the transmission main body 3 is switched to the first speed. It has become.

Therefore, when the vehicle starts, the clutch pedal 6
If the change lever 4A is continuously operated from the N position to the H position and then to the DOWN position while depressing, the gear is set from the neutral state directly to the first speed, and then the clutch is engaged. By doing so, it is possible to quickly start the first speed.

Of course, in order to start the vehicle in the normal second speed, the change lever 4A may be moved from the N position to the D position and the clutch may be engaged. In any case, since it is possible to directly switch from the neutral state to the gear position at which the vehicle wants to start, the rattling of the transmission is eliminated at the time of starting. When the H position in the neutral state is commanded to the UP position, the meshing state of the gear mechanism of the transmission main body 3 is switched to the second speed.

In addition, when the change lever 4A is returned to the N position or the H 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 returned to the N state (neutral state). Further, while the vehicle is stopped and the clutch pedal 6 is being depressed, the change lever 4A
When a shift command is issued from the position or the H position or the R position to the N position, the meshing state of the gear mechanism of the transmission main body 3 is switched to the N state (neutral state).

On the other hand, with respect to gear shift in the traveling state (forward traveling state) of the vehicle, shifting of the transmission main body 3 to the R position is prohibited in the forward traveling state. That is, when the clutch pedal 6 is depressed while the vehicle is running,
When the change lever 4A is commanded to shift from the N position to the R position, the semi-automatic T / M control unit 11 does not output a shift signal corresponding to this command but outputs an operation signal to the warning buzzer 14. , A warning sound is issued to alert the driver.

Further, when the vehicle is running, the change lever 4A is normally set to the D position or the H position. In the H position, the change lever 4A is held at the already set speed. When the shift command operation of 4A from the H position to the UP position or the DOWN position is performed, the semi-automatic T / M control unit 11 detects, based on the detection information of the vehicle speed sensor 21,
It can be set if the commanded gear is appropriate for the running condition of the vehicle and the characteristics of the transmission, and the gear is set according to the command operation. If it is not appropriate for the state and the characteristics of the transmission, the current gear stage is continued or a gear stage closer to the command operation is set.

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 speed stage of VA to MVF, and the meshing state of the gear mechanism of the transmission main body 3 is switched to a desired shift position. For example, assuming that the change lever 4A is in the H position and not in the neutral state, if the change lever 4A is instructed to shift from the H position to the UP position while the vehicle is traveling, the semi-automatic T / M control unit 11 Now, except for the case where the current gear is already set to the highest speed (7th speed) and the case where the engine speed becomes lower than the proper range after the gear change, Set a gear that is one step higher than the gear.

If it is not possible to set a shift stage (interlaced shift shift stage) that is one step higher than the newly set shift stage,
Promptly from the semi-automatic T / M control unit 11 to the electromagnetic valves MVA to MV of the gear shift unit 3A.
An operation signal is output to the electromagnetic valve corresponding to the set speed stage of F, and the meshing state of the gear mechanism of the transmission main body 3 is shifted up to the position of the shift stage which is one step higher than the current speed stage. It is like this.

When it is impossible to set a new gear, if the gear to be set exceeds the highest speed (the seventh gear in this case), that is, if one gear is skipped. There are cases where the current gear is the sixth speed and cases where the engine speed becomes lower than the proper range after switching to the gear for the interlaced shift. On the other hand, if the shift stage of the interlaced shift can be set, the semi-automatic T / M control unit 11 shifts the gear shift unit 3A from the semi-automatic T / M control unit 11 by waiting for a predetermined time Δt and if there is no continuous shift operation during this period. Electromagnetic valve MVA-MV
An operation signal is output to the electromagnetic valve corresponding to the set speed stage of F, and the meshing state of the gear mechanism of the transmission main body 3 is shifted up to the position of the shift stage which is one step higher than the current speed stage. It is like this.

The current gear is already the highest speed (7th speed).
If the engine speed is not within the proper range after the gear shift, the shift signal according to the shift-up command is not output and the warning buzzer 1
An operation signal is output to the driver 4 to warn the driver with a warning sound. Then, if there is a continuous shift operation while waiting for a predetermined time Δt, the next continuous shift operation (two-step interlaced shift operation) is further assumed in the same manner as described above, and this two-step interlaced shift step is performed. Determine whether it can be set.

Here, when the shift stage for the two-step interlaced shift-up cannot be set, the semi-automatic T / M is promptly performed.
From the control unit 11 to the gear shift unit 3
An operation signal is output to the electromagnetic valve corresponding to the set gear position of the electromagnetic valves MVA to MVF of A, and the meshing state of the gear mechanism of the transmission main body 3 is one gear position higher than the current gear position by two gears. It will be shifted up to the position.

On the other hand, when the shift stage for the two-step interlace shift-up can be set, the next continuous shift operation (two-step interlace shift operation) is waited for a predetermined time Δt.
The required gear is set according to the presence / absence of the gear shift, and the semi-automatic T / M control unit 11 controls the gear shift unit 3A to switch to the set gear. Even when a shift speed of 3 or more jumps is set,
The same control is performed thereafter.

On the contrary, while the vehicle is running, the change lever 4
When A is commanded to shift from the H position to the DOWN position, the shift down control is performed as in the case of the shift up. That is, it is premised that the change lever 4A is in the H position and not in the neutral state.
Is commanded to shift from the H position to the DOWN position, in the semi-automatic T / M control unit 11, when the current gear stage has already been set to the lowest gear stage (first gear), Except in the case where the number becomes higher than the appropriate range, a shift speed lower by one than the current shift speed is set.

If it is not possible to set the shift stage (the skip shift stage) lower by one than the newly set shift stage,
Promptly from the semi-automatic T / M control unit 11 to the electromagnetic valves MVA to MV of the gear shift unit 3A.
An actuation signal is output to the electromagnetic valve corresponding to the set shift stage of F, and the meshing state of the gear mechanism of the transmission main body 3 is shifted down to the position of the shift stage one step lower than the current shift stage. It is like this.

When it is impossible to set a new gear, if the gear to be set is lower than the lowest gear (here, the first gear), that is, if one gear is skipped. There are cases where the current gear is the second speed and cases where the engine speed becomes higher than an appropriate range after switching to the gear for the interlaced shift. On the other hand, in the case where the shift stage of the interlaced shift can be set, if there is no continuous shift operation after waiting for a predetermined time Δt, the semi-automatic T / M control unit 11 causes the electromagnetic valve MVA of the gear shift unit 3A. An operation signal is output to the electromagnetic valve corresponding to the set shift stage of the MVF to shift down the meshing state of the gear mechanism of the transmission main body 3 to the position of the shift stage lower than the current shift stage. It has become so.

Further, the current gear is already the lowest gear (first gear).
If the engine speed becomes higher than the proper range after the gear shift, the shift signal corresponding to the shift-up command is not output and the operation signal is output to the warning buzzer 14. Is output to alert the driver with a warning sound. Then, if there is a continuous shift operation while waiting for a predetermined time Δt, the next continuous shift operation (two-step interlaced shift operation) is further assumed in the same manner as described above, and this two-step interlaced shift step is performed. Determine whether it can be set.

Here, in the case where the shift stage of the two-step skip downshift cannot be set, the semi-automatic T / M is promptly performed.
From the control unit 11 to the gear shift unit 3
An operation signal is output to the electromagnetic valve corresponding to the set speed stage of the electromagnetic valves MVA to MVF of A, and the meshing state of the gear mechanism of the transmission main body 3 is lower by two stages than the current speed stage. It will be downshifted to the position.

On the other hand, when the shift stage of the two-step interlace downshift can be set, the next continuous shift operation (two-step interlace shift operation) is waited for a predetermined time Δt.
The required gear is set according to the presence / absence of the gear shift, and the semi-automatic T / M control unit 11 controls the gear shift unit 3A to switch to the set gear. Even when a shift speed of 3 or more jumps is set,
The same control is performed thereafter.

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 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 communicating state to change the reducing valve from the low pressure reducing valve 37A to the high pressure reducing valve 37B. By switching, the air pressure used for the shift in the gear shift unit 3A is increased to increase the shift force.

On the other hand, when the change lever 4A is set to the D position automatic shift mode and the setting conditions of the automatic shift mode are satisfied, the automatic shift mode is set.
In this automatic shift mode, in the automatic shift remote operation control section 11B of the semi-automatic T / M control unit 11, the electromagnetic valves 36E, 36F (that is, MVX, MV).
Y) and MVA to MVF are controlled as follows, and the electronic governor 1A is controlled via the electronic governor control unit 12 to control the operating state of the engine.

In this automatic shift mode, the optimum shift speed (this is the target shift speed) is set according to the depression amount of the accelerator pedal, and the target shift speed is different from the actual shift speed. If there is an engine overrun after downshifting, perform a shift operation as follows. 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 according to the depression amount to adjust the output state of the engine. However, during the shift operation of this automatic shift mode, the semi-automatic T
A control signal is output from the / M control unit 11 to return the accelerator, and the electronic governor control unit 12 controls the electronic governor 1A by the accelerator return signal instead of the accelerator pedal depression amount signal. There is.

When the accelerator returns, release the clutch.
That is, when the accelerator is returned (that is, when the electronic governor 1A is in a state corresponding to when the accelerator is returned), the electronic governor control unit 12 outputs a signal corresponding to this, and the semi-automatic T / M control unit 11 is output.
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 stroke sensor 2B outputs a signal corresponding to the disengagement of the clutch, the semi-automatic T / M control unit 11 receives this signal and selects one of the electromagnetic valves MVA to MVF of the gear shift unit 3A. An operation signal is output to the required electromagnetic valve of No. 3, and the meshing 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 based on the target shift speed and the vehicle speed.
In other words, 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 25 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, outputs an operation command signal to the electromagnetic valve 36F, operates the electromagnetic valve 36F, removes 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 stroke sensor 2B 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 is released. At 12, the electronic governor 1A is controlled in response to the depression amount signal of the accelerator pedal 7 to return to the normal control state in which the output state of the engine is adjusted.

Further, in the automatic shift mode, as described above, the stop determination means 50 and the vehicle stop clutch control means 6 are provided so that the engine does not stall when the vehicle is stopped.
When 0, the clutch disengagement control (or clutch disengagement control) when the vehicle is stopped is executed as follows. First, based on information from the vehicle speed sensor 21, the clutch rotation speed sensor 22, and the stop lamp switch 70, the clutch rotation speed is a predetermined speed (for example, 600 rpm).
rpm) or less and the brake is operating (that is, the brake pedal 80 is depressed),
When the vehicle speed is equal to or lower than the predetermined vehicle speed (for example, 30 km / h), the stop determination means 50 determines that the vehicle is in the stopped state. As described above, the vehicle stop state here does not necessarily mean only the state in which the vehicle is completely stopped, but also includes the state in which the vehicle is likely to stop.

In such a case, the clutch disengagement control is performed by the vehicle stop clutch control means 60. That is, as in the above, the electromagnetic valve 36E
An operation command signal is output to actuate the electromagnetic valve 36E to supply air pressure to the clutch booster 2A to bring the clutch 2 into a separated state (disengaged). At this time, a buzzer (here, an alarm buzzer 14) that automatically informs that the clutch is disengaged is sounded.

The emergency switch 23 is provided in case of a failure of the semi-automatic T / M control unit 11 in the unlikely event of a failure.
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.

Next, the gear is shifted to the target shift speed based on the information from the engine load detecting means 90, the vehicle speed sensor 21 and the like, and the map provided in the semi-automatic T / M control unit 11. That is, here, similarly to the above, from the semi-automatic T / M control unit 11,
An operation signal is output to a required electromagnetic valve among the electromagnetic valves MVA to MVF of the gear shift unit 3A, and the meshing state of the gear mechanism of the transmission main body 3 is shifted to the target shift speed.

After the shift to the target shift stage is completed, the gear mechanism of the transmission main body 3 is shifted to the target shift stage while the ON signal of the stop lamp switch 70 is detected (that is, the brake is operating). Keep the clutch in the disengaged state. At this time, if the vehicle is completely stopped, the second speed is set. Incidentally, in a vehicle having such a forward 7th speed, the 1st speed is usually set to a lower gear ratio than the gear ratio used for starting, and is used, for example, when the load is full. This is the gear that is used. Therefore, in this embodiment,
When the vehicle is completely stopped in the automatic shift mode, it is set to the second speed, which is the shift stage for starting.

When the vehicle is automatically held in the disengaged state of the clutch after the vehicle is completely stopped in this way, and when a predetermined time (for example, 5 minutes) has elapsed from the completion of the disengagement of the clutch, Gear shift unit 3
A is shifted to the neutral state. After that, when it is confirmed by a transmission gear sensor (not shown) that the gear shift unit 3A is in neutral, the clutch is engaged. That is, in such a case, it is assumed that the driver does not intend to start the vehicle for the time being,
The gear mechanism is shifted to neutral and the shift mode is switched to the manual shift mode.

When the driver depresses the clutch pedal 6 while the disengaged state of the clutch is maintained after the gear mechanism of the transmission main body 3 is shifted to the target shift speed after the vehicle is stopped, the clutch is disengaged. The state is released,
The clutch will be connected and disconnected according to the driver's intention. Of course, the gear stage at this time is still shifted to the target gear stage, so that the vehicle is started when the driver releases the clutch pedal 6.

Even if the clutch disengagement control is started after the vehicle stop condition is satisfied and the above vehicle stop condition is not satisfied before the clutch disengagement control is completed, the clutch disengagement operation is once completed. There is. By the way, although not shown, ABS
(Anti-lock brake system) and ASR (anti-spin regulator) are provided. Where AB
S is a device that prevents the wheel from idling when the brake is applied, and ASR is a device that controls the tire slip when the drive wheel starts and accelerates to ensure a stable driving force.

In this device, the clutch engagement / disengagement control is not performed when the ABS or ASR is operating. This is because when the ABS or ASR is in operation, it is usually when the state of the vehicle and the driver's intention do not match, and the state is a transient motion state. Further, in the present transmission device, as described above, the target shift speed to be changed is set based on the detection information from the vehicle speed sensor 21, the engine load detecting means 90, etc.
This gear shift is performed based on the shift map.

In particular, here, as the shift map, a power mode map in which a relatively low shift speed is used to obtain a higher engine output while using a higher engine speed, and a relatively high shift is used. There is an economy mode map that allows you to perform more fuel-efficient driving while using a lower engine speed using stages, and select one of the modes with a select switch not shown, Gear shifting is performed based on the corresponding map.

Since the shift control device as one embodiment of the present invention is configured as described above, for example, FIG.
The shift operation of the transmission 3 is performed according to the flowchart shown in FIG. Here, FIG. 5 is a main flowchart for explaining the outline of the control in the automatic shift mode, and is a flowchart for explaining the determination of the automatic shift and the clutch disengagement control when the vehicle is stopped.

As shown in FIG. 5, first, in step S10, the vehicle initial control data is semi-automatic T / M.
It is set in the control unit 11. The initial control data is an initial value of vehicle data, and in this case, the state of the vehicle before starting the engine 1 is stored. Next, when the ignition key switch is in the ACC (accessory) position, a subroutine for an accessory described later is executed in step S20, and when the ignition key switch is in the ON position, an engine start subroutine is executed in step S30. Engine starts.

When the automatic shift mode is set after the engine 1 is started, it is determined in step S40 whether the vehicle speed is equal to or lower than a predetermined value (here, 30 km / h) based on the information from the vehicle speed sensor 21. judge. If the vehicle speed is not equal to or lower than the predetermined value, the process proceeds to step S50 to execute the automatic shift subroutine, and then returns to step S40 again in the next control cycle.

If it is determined in step S40 that the vehicle speed is equal to or lower than the predetermined value, the process proceeds to step S60. In step S60, the rotation speed of the clutch is set to a predetermined value (for example, 6) based on the information from the clutch rotation speed sensor 22.
00 rpm) or less. If the clutch rotation speed is not lower than the predetermined value, the process proceeds to step S70, and it is determined whether or not the clutch disengagement operation by the vehicle stop clutch control means 60 is being executed. And
If the clutch disengagement work is being executed, the process proceeds to step S80, where the vehicle stop subroutine is executed,
Executes clutch control when the vehicle is stopped. If the clutch disengagement work is not being executed, the next step S
The routine proceeds to step 5 to execute the automatic shift routine.

If it is determined in step S60 that the clutch rotation speed is equal to or lower than the predetermined value, the process proceeds to step S80.
Performs clutch control when the vehicle is stopped. Note that step S
Reference numeral 90 denotes an engine stall routine, and when engine stall occurs, the engine stall control of step S90 is executed, and then the routine proceeds to step S30. In this way, the main routine control is performed. In the flow chart shown in FIG. 5, the rough flow of the automatic shift control and stop control at the time of starting the engine 1 and selecting the automatic shift mode thereafter has been described. Using the flowchart in Figure 6,
An accessory subroutine at step S20 of FIG. 5, that is, a subroutine when the ignition switch is at the ACC (accessory) position will be described.

As shown in FIG. 6, first, step B10
At, it is determined whether or not the ignition key switch is in the ACC position, and if it is not in the ACC position, control is not performed during ACC and the process returns. If it is the ACC position, the process proceeds to step B20. In this step B20, based on the information from the transmission gear sensor,
The gear position (gear stage) of the transmission 3 is displayed on the display unit 13.

Next, in step B30, it is determined whether or not the shift speed is in neutral, and if it is in neutral, a neutral signal is output in step B40 and the process returns to step B10. If the shift speed is not neutral, the output of the neutral signal is turned off in step B50 and the process returns to step B10. Therefore, in step S20 of FIG. 5, when the ignition key switch is set to the ACC position, the gear position is displayed on the display unit 13, and if it is neutral, a neutral signal is output to notify the driver of the gear mechanism of the transmission 3. It informs the meshed state.

Next, the engine starting subroutine shown in step S30 of FIG. 5 will be described with reference to the flowchart of FIG. As shown in FIG. 7, first, in step C10, a diagnosis routine is executed. Although details of the diagnosis routine are not shown, here, each data input is read, the engine speed is calculated, these data are externally output, and various error determinations are performed. This error determination is specifically as follows.

For example, the air supply states of the main air tank and the emergency air tank, the emergency signal line, the AD converter, the electronic governor, the rack input, the accelerator input, the battery voltage, the accelerator switch, the clutch stroke sensor, the change lever, the stop lamp,
Brake system, battery, MVP, exhaust brake cut output, buzzer output, neutral relay, starter relay, MVX, MVY, MVA to MVF, M
VW, clutch booster, oil pressure, engine rotation, etc. are checked, and an error lamp is turned on according to the check result to display an error.

At step C30, the hydraulic switch (OP
engine speed (NE) when sw) is ON
It is determined whether or not there is an engine stop state,
Here, in the case of Yes, that is, in the hydraulic pressure stopped state and the engine state, go to Step C4, and if No, go to Step C
Proceed to 130. When the process proceeds to step C130, it is determined whether the hydraulic switch is OFF (operating state) and the engine is not rotating (engine stopped state).

In step C130, if Yes, the process returns to step C1, and if No, the hydraulic switch is turned off.
Since the engine is rotating (the engine is operating) and the engine is rotating (the engine is operating), the start routine is terminated and the process returns to the main routine. On the other hand, when the process proceeds from step C30 to step C40, first, this step C40
Then, it is determined whether or not the clutch connection reference point is read.

If the clutch connection reference point is not yet read, the clutch connection reference point is read in step C50. Next, in step C60, the display unit 13 displays the gear position (shift position), and in step C70, a later-described gear change routine (CHANGE) is performed. By this gear change routine, the gear position for starting (usually the second gear position)
The gear switch to (speed) is completed.

Then, in step C80, it is determined whether or not the clutch pedal is depressed. If the clutch pedal is depressed, the starting condition is satisfied, so step C1
Go to 20 and turn on the starter power supply. on the other hand,
If the clutch pedal is not depressed, step C
Proceed to 90 and the change lever position is N (neutral)
Is determined.

If the change lever position is not N, the starting condition is not satisfied, so the routine proceeds to step C110, where the starter power source is turned off. On the other hand, if the change lever position is N, it is further determined in step C100 whether the gear position is N or not. Here, if the gear position is N,
Since the starting condition is satisfied, the routine proceeds to step C120, and the starter power source is turned on. If the gear position is not N, the starting condition is not satisfied, so the routine proceeds to step C110, where the starter power supply is turned off.

Thus, the diagnosis (diagnosis) process, the reading of the clutch connection reference point, and the gear change process are completed and the clutch pedal is depressed, or both the change lever position and the gear position are N. That is, if the starting condition is satisfied, the starter power supply is turned on. If the starting condition is not satisfied, the driver depresses the clutch pedal or operates the change lever to set the gear position to N, and waits until the starting condition is satisfied.

When the starter power source is turned on in this way, the engine start subroutine is terminated. The gear change routine (CHANGE) described above will now be described with reference to FIG. This gear change routine involves a gear change while the vehicle is stopped, and as shown in FIG. 8, first, it is determined whether or not the clutch pedal is being depressed (CL is depressed) (step D10).
If the pedal is not being depressed, the shift control is not performed and the process returns to the main routine. If stepping on, step D2
The process proceeds to 0 to determine whether the shift lever position is N. If the shift lever position is N, the process proceeds to step D30 to command the transmission gear to drive to the N position.

If it is determined in step D20 that the shift lever position is not N, the flow advances to step D40 to determine whether the shift lever position is R. Here, if the shift lever position is R, the routine proceeds to step D50, where the vehicle speed is 0 km /
h, that is, it is determined whether the vehicle is stopped. If the vehicle is in a stopped state, the process proceeds to step D70, and the transmission gear is commanded to drive to the R position. If the vehicle is not stopped in step D50, the control returns to the main routine without performing the shift control.

If it is determined in step D40 that the shift lever position is not R, the flow advances to step D80 to determine whether the shift lever position is D or not. Here, if the shift lever position is D, the routine proceeds to step D90 to execute a shift map reading routine which will be described later, and proceeds to step D110 to drive the shift gear to the target shift speed position read by the shift map reading routine at step D90. To do.

Further, when it is determined in step D80 that the shift lever position is not D, the process proceeds to step D120 and it is determined whether the shift lever position is H or not. here,
If the shift lever position is H, the process proceeds to step D130, and when the shift lever position is set to H, it is determined whether the shift lever position is set from the R or N position by a quick operation. If it is set to H by quick operation, step D
Proceeding to 150, the speed change gear is commanded to drive to the N position. If the operation is not a quick operation, the process proceeds to step D170, and the speed change gear is commanded to be driven to the second (2ND) position.

When it is determined in step D120 that the shift lever position is not H, first, in step D18
The process proceeds to 0 and it is determined whether the shift lever position is the DOWN input. Here, if the shift lever position is DOWN input, the process proceeds to step D200, and the shift gear is commanded to be driven to a shift position that is one step lower than the current shift position. Further, if it is determined in step D180 that the shift lever position is not the DOWN input, the process proceeds to step D210 to determine whether the shift lever position is the UP input. Here, if the shift lever position is UP input, the process proceeds to step D230, and the shift gear is commanded to be driven to a shift position that is one step higher than the current shift position.

Next, the automatic shift routine (step S5) shown in FIG. 5 will be described with reference to FIGS. In the automatic shift routine, first, as shown in FIG.
Data is read (step F10), then
Execute the diagnosis routine (step F2
0). This diagnosis routine is performed in the same manner as step C1 of FIG. 7 already described. Then, the gear position display, that is, the gear position is displayed (step F3).
0).

Next, in Step F40, ABS (anti-lock brake system) or ASR (anti-spin regulator = a device that controls tire slip during start and acceleration of driving wheels to secure a stable driving force) is executed. Determine if it is operating. Here, if the ABS or ASR is operating, the routine proceeds to step F50, where it is determined whether or not the shift lever position is N. If the shift lever position is not N, the shift control is not performed, but if the shift lever position is N, the process proceeds to step F70.
Performs N range shift control.

In this N range shift control, first, in step F70, it is determined whether or not the actual gear position is the N (neutral) position. If the gear position is already N, Proceed to the clutch connection control shown in 11.
This clutch connection control will be described later. If the gear position is not N, the process proceeds to step F80, and it is determined whether or not the clutch pedal is depressed.

If the clutch pedal is depressed, a shift command to the N range in the manual shift mode is issued (step F90), and if the clutch pedal is not depressed, shift control is performed in the automatic shift mode (step F100). ). In the shift control in the automatic shift mode, a command signal is output to the clutch booster 2A so that the clutch is disengaged, and after the clutch is disengaged, a shift command to the N range is output to the gear shift unit 3A.

On the other hand, if ABS or ASR is not in operation, the process proceeds from step F40 to step F140, and it is determined whether or not the shift lever position is D (drive). Here, if the shift lever position is the D position, the process proceeds to step F160, where the shift lever position is the D position.
If not, the process proceeds to step F60. When the process proceeds to step F60, the shift lever position is N
It is determined whether or not the drive mode is set, or if the shift lever position is N, step F70.
Proceeding to step S1, the N range shift control is performed as described above. If the shift lever position is not N, step F11
In step 0, it is determined whether the shift lever position is R (reverse).

In step F160, the shift map described above is read. That is, the optimum shift speed, that is, the target shift speed is obtained based on the accelerator opening (accelerator depression amount) and the vehicle speed based on a map (not shown). Then, the process proceeds to step F170, and it is determined whether the target gear position and the current gear position (gear position) are equal. Here, if the target gear position and the current gear position are equal, there is no need to switch the gear position, and the process proceeds to the clutch connection control shown in FIG.
If the target gear position is not equal to the current gear position, it is necessary to switch the gear position and the gear shift control in the automatic shift mode is performed (step F180). In the shift control in the automatic shift mode, a command signal is output to the clutch booster 2A so that the clutch is disengaged, and after the clutch is disengaged, a shift command to the target shift speed is output to the gear shift unit 3A.

On the other hand, if it is determined at step F110 that the shift lever position is at R, the shift control is not performed and the process returns to the main routine. If the lever position is not R, the process proceeds to step F190 and subsequent steps shown in FIG. 10 to perform control in the manual shift mode. In step F190, it is determined whether or not the input standby flag SiFLG is 0. This input standby flag SiFL
G becomes 1 during the standby time set by the above-described standby time Δt for the interlaced shift control, and becomes 0 when not in the standby state. When the input standby flag SiFLG is 1,
In step F200, it is determined whether or not the input waiting timer has elapsed for Δt seconds, and when the input waiting timer has elapsed for Δt seconds, the processing proceeds to step F460, which will be described later, unless the input waiting timer has elapsed for Δt seconds. Step F210
Proceed to. On the other hand, when the input standby flag SiFLG is 0, the process proceeds from step F190 to step F210.

In step F210, it is determined whether UP input has been received. Here, if UP input is received,
Further, in step F220, the input standby flag SiFL
It is determined whether G is 0. SiFLG is 0
If not (that is, if SiFLG is 1), the process proceeds to step F230, and a shift stage that is one step higher than the previous target shift stage is set as a new target shift stage. If SiFLG is 0, the routine proceeds to step F240, where the gear position higher by one gear than the current gear position is set as the target gear position.

When the target shift speed is set in this manner, it is determined in step F250 whether this target shift speed is any of the second speed to the seventh speed. If the target shift speed is not any of the second speed to the seventh speed, switching to the target shift speed cannot be performed, so the routine proceeds to step F490. If the target shift speed is any of the second speed to the seventh speed, the process proceeds to step F260.

In step F260, it is determined whether or not the engine speed at the time of switching to the target gear stage (target shift stage) is within the proper range. If the engine speed does not become appropriate at the target shift speed, it is not possible to switch to the target shift speed, so the routine proceeds to step F490, where the current gear position (current shift speed position) is made the target shift speed. On the other hand, if the engine speed is appropriate even at the target shift speed, the process proceeds to step F262.

In step F262, it is determined whether or not the shift speed which is one step higher than the target gear speed (target shift speed) is any of the second speed to the seventh speed. If the target shift speed + 1 is not one of the second speed to the seventh speed, it is not possible to switch to this shift speed.
Proceed to 320. The target gear position + 1 is the second gear position to the seventh gear position.
If it is any of the speeds, the process proceeds to step F270.

In step F270, it is determined whether or not the engine speed at the time of switching to this gear is higher than the target gear (target gear) which is one gear higher than the target gear. If the engine speed does not become appropriate at the target shift speed + 1, it is not possible to switch to this shift speed, so the routine proceeds to step F320. If the engine speed is appropriate even at the target gear position + 1, the process proceeds to step F280.

In step F280, it is again determined whether the input standby flag SiFLG is 0 or not. Here, if SiFLG is not 0 (that is, SiFLG is 1
If so, the process proceeds to step F310, the input waiting timer is reset and started, and then the process proceeds to step F490. If SiFLG is 0, the process proceeds to step F290, the input waiting timer is started, and further step F
At 300, the input standby flag SiFLG is set to 1, and then the process proceeds to step F490.

On the other hand, if the target gear +1 cannot be set, the process proceeds to step F320 as described above.
In step F320, shift control to the target shift speed set in step F230 or step F240 is performed. That is, first, a command signal is output to the clutch booster 2A so that the clutch pedal is disengaged, and after the clutch is disengaged, a shift command to the target shift speed is output to the gear shift unit 3A.

Then, in step F330, the input standby flag SiFLG is set to 0, and in step F340.
Then, after resetting the input waiting timer, step F
Proceed to 490. In step F490, it is determined whether or not the target gear position and the current gear position (gear position) are equal.
Here, if the target gear position and the current gear position are equal,
It is not necessary to switch the shift speed, and the process proceeds to the clutch connection control shown in FIG. 11. If the target shift speed and the current gear position are not equal, the process returns to the main routine.

On the other hand, if it is decided at step F210 that the UP input has not been received, then the processing advances to step F350, where DO
It is determined whether or not the WN input is received. Where D
If the OWN input is received, further step F360
Then, it is determined whether or not the input standby flag SiFLG is 0. If SiFLG is not 0 (ie SiF
If LG is 1), the routine proceeds to step F380, and a shift speed lower by one step than the previous target shift speed is set as a new target shift speed. If SiFLG is 0, the routine proceeds to step F370, where the gear position lower by one gear than the current gear position is set as the target gear position.

When the target shift speed is set in this manner, it is determined in step F390 whether the target shift speed is any of the second speed to the seventh speed. If the target shift speed is not any of the second speed to the seventh speed, switching to the target shift speed cannot be performed, so the routine proceeds to step F490. If the target shift speed is any of the second speed to the seventh speed, the process proceeds to step F400.

In step F400, it is determined whether or not the engine speed at the time of switching to the target gear (target gear) is within the proper range. If the engine speed does not become appropriate at the target shift speed, it is not possible to switch to the target shift speed, so the routine proceeds to step F490, where the current gear position (current shift speed position) is made the target shift speed. On the other hand, if the engine speed is appropriate even at the target shift speed, the process proceeds to step F402.

In step F262, it is determined whether or not the shift speed which is one step lower than the target gear speed (target shift speed) is any of the second speed to the seventh speed. If the shift speed of the target shift speed-1 is not any of the second speed to the seventh speed, it is not possible to switch to this shift speed.
Proceed to 460. The target shift speed-1 is the second speed to the seventh speed.
If it is any of the speeds, the process proceeds to step F410.

In step F410, it is determined whether or not the engine speed at the time of switching to this gear is lower than the target gear (target gear) is within the proper range. If the engine speed does not become appropriate at the target shift speed −1, it is not possible to switch to this shift speed, so the routine proceeds to step F460. If the engine speed is appropriate even at the target shift speed −1, the process proceeds to step F420.

In step F420, it is again determined whether the input standby flag SiFLG is 0 or not. Here, if SiFLG is not 0 (that is, SiFLG is 1
If so, the process proceeds to step F450, resets and starts the input waiting timer, and then proceeds to step F490. If SiFLG is 0, the process proceeds to step F430, the input waiting timer is started, and further, step F
At 440, the input standby flag SiFLG is set to 1, and then the process proceeds to step F490.

On the other hand, if the gear stage of the target gear stage-1 cannot be set, the process proceeds to step F460 as described above,
In step F460, shift control to the target shift speed set in step F380 or step F370 is performed. That is, first, a command signal is output to the clutch booster 2A so that the clutch pedal is disengaged, and after the clutch is disengaged, a shift command to the target shift speed is output to the gear shift unit 3A.

Then, in step F470, the input standby flag SiFLG is set to 0, and in step F480.
Then, after resetting the input waiting timer, step F
Proceed to 490. In step F490, the processing as described above is performed. Finally, the clutch connection control will be described with reference to FIG.

In the clutch engagement control, as shown in FIG. 11, it is determined whether or not the shift gear is N (step F850). If the shift gear is not N, step F8
Proceeding to 60, it is determined whether the clutch connection is completed. Here, if the clutch connection has been completed, the routine proceeds to step F870, where the exhaust brake and power tord (compression release type engine auxiliary brake) cuts are released SD, and the routine proceeds to step F910.

If the clutch connection is not completed, the routine proceeds to step F890, where it is determined whether or not the clutch is synchronized, and if it is synchronized, the routine proceeds to step F910.
If not synchronized, the process proceeds to step F900. In step F900, the clutch rotational force equivalent is output as the pseudo accelerator signal VAC, and the process returns to the main flowchart.

The pseudo accelerator signal VAC is not an accelerator signal corresponding to the operation of the accelerator pedal, but a control accelerator signal temporarily used for engine rotation control. On the other hand, if the process proceeds to step F910,
The clutch is engaged, and then it is determined whether the pseudo accelerator signal VAC is being output (step F920). If the pseudo accelerator signal VAC is being output, the pseudo accelerator signal V is output.
AC is gradually returned to a signal corresponding to the current accelerator state (step F930). Then, it is determined whether or not the upshift is from the 2nd speed to the 3rd speed (step F94).
0) If shifting up from the 2nd speed to the 3rd speed, it is judged whether or not it is the first control cycle after clutch engagement (step F950), and if it is the first time, the reference point for clutch engagement is read and either , Return to the main flow chart.

In this way, the shift speed switching control is performed. In particular, the automatic shift control is continued even if the clutch pedal is depressed during selection in the automatic shift mode. Even if the vehicle speed changes drastically during this time, the gear shifting operation to the optimum gear stage is always performed accordingly, and even if the clutch pedal is depressed in the automatic shift mode, the vehicle will not feel loose or Appropriate speed change operation can be promptly performed without causing a speed change, and traveling feeling is improved.

Further, as described above, by performing the switching control of the shift speed in the manual shift mode, for example, there is a shift-up input or a shift-down input, and the shift-up or shift-down with this input is possible. However, when it is determined that interlaced shift up or interlaced downshift is not possible following this input, FIG.
Steps F220, F240, F250, F260,
The shift control is performed via F262 and F320, and the shift operation at this time is as shown in FIG.

That is, as shown in FIG. 12, when there is a shift-up input or a shift-down input, whether or not the input shift-up or shift-down is possible or not is possible. It is determined whether or not there is an input, and upshift or downshift with input is possible, but interlaced shift cannot be performed, so interlaced shift cannot be performed. Therefore, waiting time Δt for interlaced shift waits. The shifting operation is started immediately without the need to do so.

Specifically, the gear disengagement of the transmission gear and the clutch (C / L) disengagement are started, and when the gear disengagement and the clutch disengagement are completed, the transmission gear for shifting up or down one step is selected. Start gearing and after completing gearing, start clutch engagement. Then, when the engagement of the clutch is completed, the gear shifting operation ends. In this way, when it can be estimated in advance that the interlace shift is impossible, the shift speed can be swiftly switched.
There is an advantage that the shift time can be greatly shortened.
In particular, the so-called mechanical automatic transmission, which mechanically drives the speed change gear and the clutch based on an electric signal, shortens the speed change time, which tends to be a problem, and the operability is significantly improved.

Further, for example, when there is a shift up input or a shift down input in the manual shift mode,
Waiting for a waiting time Δt corresponding to the time required for one shift lever operation, and also waiting while resetting the waiting time Δt every time there is a shift input to determine the presence or absence of an interlaced shift. Can be carried out more quickly than in the past, and this also contributes to shortening the shift time.

For example, referring to FIG. 12, there is only one shift-up input or shift-down input, and the shift-up or shift-down with this input is also the shift-up or shift-up for the following interlaced shift. When the shift down is also possible, the shift operation is started after waiting the waiting time Δt for the interlaced shift, that is, after Δt from the shift input.

Further, for example, in FIG. 13, there are two consecutive shift-up inputs or shift-down inputs, and it is possible to shift to the input shift speed, and further interlaced shift is performed following these inputs. This is a case where it is possible to perform up or jump downshift. This corresponds to steps F220, F240, F250,
F260, F262, F270, F280, F290,
After F300 and F490, further steps F220 and
F230, F250, F260, F262, F270,
After going through F280, F310, and F490, the shift operation at this time is as shown in FIG.

That is, as shown in FIG. 13, when there is a shift-up input or a shift-down input, whether or not the input shift-up or shift-down is possible or not, it is possible to continue the interlaced shift-up or the interlaced shift-down. It is determined whether or not shift is possible here, and the waiting time Δt for the interlaced shift is waited.

Then, during this waiting, there is a continuous shift-up input or shift-down input for the interlaced shift. Here, it is determined whether or not the second upshift or downshift that has been input is possible, and whether or not the next interlaced upshift or interlaced downshift (that is, the third shift) is possible. Here, Both are determined to be shiftable, and wait for the waiting time Δt for the two-step interlaced shift.

Then, within the second waiting time Δt,
Since there is no further continuous shift-up input or shift-down input for the two-step interlaced shift, the shift operation is started after the waiting time Δt from the second shift operation.
Although the content of this shift operation is omitted here since it has been described with reference to FIG. 12, the shift gear is engaged in the 2nd gear shift up or 2nd gear shift down position here because it is an interlaced shift.

Also, for example, in FIG. 14, there are three consecutive shift-up inputs or shift-down inputs, and shifting to the input shift speed is possible, and further interlaced shift is performed following these inputs. This is a case where it is possible to perform up or jump downshift. This corresponds to steps F220, F240, F250,
F260, F262, F270, F280, F290,
Through F300, F490, F220, F230, F2
50, F260, F262, F270, F280, F3
The steps 10 and F490 are repeated three times, and the shift operation at this time is as shown in FIG.

That is, as shown in FIG. 14, if there is a shift-up input or a shift-down input, whether or not the input shift-up or shift-down is possible or not, it is possible to continue the interlaced shift-up or the interlaced shift-down. It is determined whether or not shift is possible here, and the waiting time Δt for the interlaced shift is waited.

Then, during this waiting, there is a continuous shift-up input or shift-down input for the interlaced shift. Here, it is determined whether or not the second upshift or downshift that has been input is possible, and whether or not the next interlaced upshift or interlaced downshift (that is, the third shift) is possible. Here, Both are determined to be shiftable, and wait for the waiting time Δt for the two-step interlaced shift.

Then, during this second standby, there is a continuous shift-up input or shift-down input for the interlaced shift. Here, it is determined whether or not the third upshift or downshift that has been input is possible, and whether or not the next interlaced upshift or interlaced downshift (that is, the fourth shift) is possible. Here, Both are determined to be shiftable, and wait for a waiting time Δt for a three-step interlaced shift.

Then, within the third waiting time Δt,
Since there is no further continuous shift-up input or shift-down input for the 3-step interlaced shift, the shift operation is started after the waiting time Δt from the third shift operation.
The contents of this shift operation have been described with reference to FIG. 14 and thus omitted here, but here, since it is a two-step interlaced shift,
Shift gears are put in the 3rd shift up or 3rd shift down position.

As described above, every time there is a shift input, the presence or absence of the interlaced shift is judged by waiting for the waiting time Δt corresponding to the time required for one shift lever operation. You will be able to do it. It should be noted that in this embodiment, the shift speed is set to the forward 7
Although it is set to the shift stage, the shift stage 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 in which the automatic shift mode is possible), but this is also the number of shiftable stages of the transmission, engine characteristics, Depending on the vehicle characteristics, the high-speed gear (the range where automatic shift mode is possible)
Needless to say, can be variously set.

Further, although the present embodiment is an automatic transmission in which a mechanical clutch is driven by an actuator, the present transmission control device may be applied to an automatic transmission for passenger cars having a torque converter instead of the clutch. .

[0178]

As described in detail above, according to the shift control device of the present invention as set forth in claim 1, an engine provided in the vehicle and a clutch interposed between the engine and the power transmission system. A mechanism, a clutch pedal for connecting / disconnecting the clutch mechanism, a clutch actuator for connecting / disconnecting the clutch mechanism in response to an operating state of the clutch pedal or an input electric signal, and the clutch mechanism. A transmission having a shift gear mechanism that shifts and outputs the rotational torque output from the engine by any one of a plurality of shift stages, and the shift stage is required while switching the meshing state of the gear mechanism according to an electric signal. A gear shift actuator for shifting to the above state, and an operating means for performing a manual shift operation of the transmission, which outputs a signal according to the manual shift operation. A shift operation means capable of controlling the operation of the shift actuator, a manual shift mode for shifting the speed change stage manually, an automatic shift mode for automatically shifting the speed change stage, a manual-to switch selectively
Based on a selection signal from an automatic selection operation means, an engine rotation speed detection means for detecting the rotation speed of the engine, an engine load detection means for detecting a load request state of the engine, and a selection signal from the manual / automatic selection operation means. When the manual shift mode is selected, a command signal is output to the clutch actuator and the gear shift actuator in response to a signal from the shift operating means to perform manual shift control by remote operation, and the automatic shift. Once the mode is selected,
Automatic shift control is performed by outputting a command signal corresponding to the clutch actuator and the gear shift actuator based on the shift speed selected according to the detection signals from the engine speed detection means and the engine load detection means. During the clutch operation by the control means for continuing the automatic shift control even when the clutch pedal is depressed while the automatic shift mode is selected. Even if the vehicle speed changes drastically, the gear shift operation to the optimum gear position will always be performed accordingly, and even if the clutch pedal is depressed in the automatic shift mode, the vehicle will stutter and the speed will increase. Appropriate speed change operation is promptly performed without causing a change, and traveling feeling is improved.

According to the shift control device of the present invention as defined in claim 2, in the device as defined in claim 1, the control means is capable of performing a command operation for upshifting or downshifting a plurality of times continuously through the shift operating means. When performed, the interlaced shift control means includes an interlaced shift control means for performing interleaving shift control by issuing a shift up command or a downshift command so as to jump over an intermediate gear position.
When a shift-up or shift-down command operation signal is input, if a shift-up or shift-down continuous command operation is subsequently performed, it is determined whether or not the shift operation corresponding to this continuous command operation can be realized. When the determination means determines that the shift operation corresponding to the continuous command operation is not feasible, the determination means issues a shift command immediately after the determination according to the input command operation signal, and the determination means When it is determined that the shift operation corresponding to the continuous command operation is feasible, the interlaced shift can be performed by the configuration including the shift command means that waits for a predetermined time and then issues the shift command according to the command operation signal. However, if further interlaced shifts are not possible, the shift operation to the shift speed instructed immediately is started. It is possible to realize a fast shift speed switching Te.

According to the shift control device of the present invention as set forth in claim 3, in the device as set forth in claim 1, the control means can continuously perform a command operation for upshifting or downshifting a plurality of times through the shift operating means. When performed, the interlaced shift control means includes an interlaced shift control means for performing interleaving shift control by issuing a shift up command or a downshift command so as to jump over an intermediate gear position.
When the command operation signal for shift up or shift down is input, it waits for the time required for one command operation, and if the command operation signal is not input during this time, shift according to the above input command operation. A command is issued, and if a command operation signal is input during this time, the system will be configured to wait for the time required for one command operation as described above. It becomes possible to realize the stage switching.

According to the shift control device of the present invention described in claim 4, in the device according to claim 1, the control means is capable of performing a command operation of upshifting or downshifting a plurality of times continuously through the shift operating means. When performed, the interlaced shift control means includes an interlaced shift control means for performing interleaving shift control by issuing a shift up command or a downshift command so as to jump over an intermediate gear position.
When a first command operation signal for upshifting or downshifting is input, a shift command corresponding to the first command operating signal is promptly issued, and thereafter, upshifting or continuously for the first command operating signal. When the downshift command operation signal is input, wait for the time required for one command operation, and if the command operation signal is not input during this time,
By performing a shift command in accordance with the command operation input above, and if a command operation signal is input during this time, the system is configured to wait for the time required for the above-mentioned one command operation, thereby performing interlaced shift. It becomes possible to realize a quick gear shift while performing the above.

According to the shift control device of the present invention as defined in claim 5, in the device as defined in claim 3 or 4, the interlaced shift control means successively gives a continuous command to shift up or down at the start of the standby. When the operation is performed, a determining unit that determines whether or not the shift operation for the continuous command operation is feasible, and the determining unit determines that the shift operation for the continuous command operation is not feasible, Immediately after this determination, a shift command is issued in response to the command operation signal input immediately before, and when it is determined by the determination means that the shift operation corresponding to the continuous command operation can be realized, the operation is continued after the standby. With a configuration that includes a shift command means for issuing a shift command according to a signal,
This makes it possible to realize a quick gear shift while allowing an interlaced shift.

According to the shift control device of the present invention as defined in claim 6, in the device as defined in any one of claims 1 to 5,
The control means outputs a command signal to the clutch actuator and the gear shift actuator in response to a signal from the shift operating means at the time of the gear shift control, thereby connecting and disconnecting the clutch mechanism and engaging the gear mechanism. By configuring so as to control the switching of the gears, it becomes possible to use both the manual shift and the automatic shift even in a transmission that transmits a large driving force. Further, in such a transmission, generally, a shift operation of the shift speed is performed. Although it takes time by itself, as described above, by shortening the time required to start switching the shift speed, the entire time required for shifting is shortened, and the operability during manual shifting is improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a shift control device as an embodiment of the present invention.

FIG. 2 is a perspective view showing shift operating means of the shift control device as an embodiment of the present invention.

FIG. 3 is a schematic diagram showing a shift pattern of a shift operating means of a shift control device as an embodiment of the present invention.

FIG. 4 is a schematic configuration diagram showing an air line system and a hydraulic line system related to a clutch actuator and a gear shift actuator of a shift control device as an embodiment of the present invention.

FIG. 5 is a main routine flowchart for explaining the operation of the shift control device as an embodiment of the present invention.

FIG. 6 is a subroutine flowchart at the time of an accessory for explaining the operation of the shift control device as an embodiment of the present invention.

FIG. 7 is a subroutine flowchart at the time of start-up for explaining the operation of the shift control device as an embodiment of the present invention.

FIG. 8 is a flow chart of a subroutine relating to a shift control for explaining the operation of the shift control device according to the embodiment of the present invention.

FIG. 9 is a flowchart of a subroutine at the time of automatic gear shifting for explaining the operation of the gear shift control device as an embodiment of the present invention.

FIG. 10 is a subroutine flowchart for explaining an operation of the shift control device according to the embodiment of the present invention during an automatic shift.

FIG. 11 is a subroutine flowchart for explaining an operation of the shift control device according to the embodiment of the present invention during an automatic shift.

FIG. 12 is a time chart for explaining the operation of the shift control device as an embodiment of the present invention.

FIG. 13 is a time chart for explaining the operation of the shift control device as an embodiment of the present invention.

FIG. 14 is a time chart for explaining the operation of the shift control device as an embodiment of the present invention.

FIG. 15 is a time chart for explaining the operation of the shift control device according to the embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Diesel engine 1A Electronic governor 2 Clutch mechanism 2A Clutch booster as actuator for clutch 2B Clutch stroke sensor 3 Transmission body (semi-automatic transmission body) 3A Gear shift unit (GSU) as actuator for gear shift 4 Shift operation means and manual / automatic Change lever unit as selection operation means 4A Change lever 6 Clutch pedal 7 Accelerator pedal 11 Control means (semi-automatic T / M control unit) 11A Manual shift remote operation control section 11B Automatic shift remote operation control section 12 For electronic governor Control means (electronic governor control unit) 13 Display unit 13A Switching buzzer 14 Alarm buzzer 21 Vehicle speed sensor (vehicle speed detecting means) 22 Clutch speed sensor Clutch output rotation speed detection means) 23 Emergency switch 24 Accelerator depression amount sensor (accelerator command means) 25 Engine rotation speed sensor 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 36B to 36D Electromagnetic 3-way valve 36E, 36F Electromagnetic valve 37A Low pressure reducing valve 37B High pressure reducing valve 38 Relay valve 39 Air dryer 40 Clutch switch 50 Stop determination means 60 Stop Hour clutch control means 70 Stop lamp switch (brake detection means) 80 Brake pedal 90 Engine load detection means 100 Jump jump determination Stage 102 shiftable determination unit 102A first judging unit 102B second determination unit 104 automatic shift position passing determining means 106 neutral holding means

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Ken Motomura 5-3-8 Shiba, Minato-ku, Tokyo Mitsubishi Motors Corporation

Claims (6)

[Claims] 1. An engine provided for a vehicle, a clutch mechanism interposed between the engine and a power transmission system, a clutch pedal for connecting and disconnecting the clutch mechanism, and an operating state of the clutch pedal. Alternatively, a clutch actuator for connecting / disconnecting the clutch mechanism in response to an input electric signal, and a rotational torque output from the engine via the clutch mechanism are shifted and output by one of a plurality of shift stages. A transmission having a speed change gear mechanism, a gear shift actuator that shifts the gear stage to a desired state while switching the meshing state of the gear mechanism in response to an electric signal, and an operating unit that performs a manual shift operation of the transmission. There
Shift operation means for outputting a signal according to the manual shift operation to control the operation of the gear shift actuator, a manual shift mode for manually shifting the shift speed, and an automatic shift mode for automatically shifting the shift speed. A manual / automatic selection operation means for selectively switching between shift modes; an engine rotation speed detection means for detecting the rotation speed of the engine; an engine load detection means for detecting a load request state of the engine; Based on the selection signal from the manual / automatic selection operation means,
When the manual shift mode is selected, a command signal is output to the clutch actuator and the gear shift actuator in response to a signal from the shift operating means, and manual shift control is performed by remote operation. When is selected, a command signal corresponding to the clutch actuator and the gear shift actuator is output based on the shift speed selected according to the detection signals from the engine speed detection means and the engine load detection means. The automatic shift control is configured to continue the automatic shift control while the clutch pedal is depressed while the automatic shift mode is being selected. A gear change control device characterized in that 2. The control means issues a shift-up instruction or a shift-down instruction so as to jump over an intermediate shift stage when a shift-up or shift-down instruction operation is continuously performed a plurality of times through the shift operating means. An interlaced shift control means for executing interlaced shift control is provided, and when the interlaced shift control means receives a shift-up or shift-down command operation signal, a continuous shift-up or shift-down command operation is performed subsequently. If it is determined that the shift operation for the continuous command operation is feasible, and if the determination means determines that the shift operation for the continuous command operation is not feasible, immediately after this determination A shift command in accordance with the input command operation signal described above, and the determination means responds to the continuous command operation. The shift commanding means according to claim 1, further comprising a shift command means for waiting a predetermined time and then issuing a shift command in response to the command operation signal when it is determined that the shift operation can be realized. Control device. 3. The control means issues a shift-up command or a shift-down command so as to jump over an intermediate shift stage when a shift-up or shift-down command operation is continuously performed a plurality of times through the shift operating means. An interlaced shift control means for executing interlaced shift control is provided, and when the interlaced shift control means receives a shift-up or shift-down command operation signal, it waits for a time required for one command operation, and during this time. If no command operation signal is input, a shift command is issued in accordance with the above-mentioned command operation, and if a command operation signal is input during this time, it will wait for the time required for one more command operation. The gear shift control device according to claim 1, wherein the gear shift control device is configured as follows. 4. The control means issues a shift-up instruction or a shift-down instruction so as to jump over an intermediate shift stage when a shift-up or shift-down instruction operation is continuously performed a plurality of times through the shift operating means. An interlaced shift control means for executing interlaced shift control is provided, and when the interlaced shift control means receives a first command operation signal for upshifting or downshifting, a shift command corresponding to the first command operating signal is promptly issued. When a command operation signal for upshifting or downshifting is continuously input to the first command operation signal thereafter, the command operation signal is waited for the time required for one command operation, and If is not input, a shift command is issued according to the command operation input above, and the command operation signal is input during this period. , Characterized in that it is configured to wait a further time required for a single instruction operation of the shift control device according to claim 1. 5. The interlaced shift control means determines whether or not a shift operation for this continuous command operation can be realized when a continuous command operation for upshift or downshift is subsequently performed at the start of the standby. When the determination means determines that the shift operation corresponding to the continuous command operation cannot be realized, a shift command is issued immediately after this determination according to the command operation signal input immediately before, and the determination means When the shift operation for the continuous command operation is determined to be feasible in step 1, the shift command means for issuing a shift command in response to an operation signal is provided after continuing the standby. 3. The shift control device according to 3 or 4. 6. The control means outputs a command signal to the clutch actuator and the gear shift actuator in response to a signal from the shift operating means at the time of the shift control, thereby connecting and disconnecting the clutch mechanism and connecting and disconnecting the clutch mechanism. The shift control device according to claim 1, wherein the shift control device is configured to control switching of the meshing state of the gear mechanism.