JPS6162648A - Speed change control device of sub-transmission - Google Patents

Abstract

PURPOSE:To prevent a synchromesh mechanism and the like from strength degradation while preventing the occurrence of danger such as neutral traveling by inhibiting speed change motion when lubricating oil temperature of a sub- transmission is low. CONSTITUTION:A sub-transmission 13 is provided with an oil temperature detector 15 the output of which is sent to the input of a speed change control signal generator 16 to inhibit the speed change motion when lubricating oil temperature in the sub-transmission 13 is low. Thus, since a clutch is not early engaged during speed change, a synchromesh mechanism and the like can be prevented from the degradation of strength. Also, since the neutral condition does not continue for a long time, danger such as neutral traveling due to the disability of synchronization in descending a slope can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a shift control device for an auxiliary transmission that prevents the occurrence of shift failures when the lubricating oil temperature of the auxiliary transmission decreases.

[Background technology]

Vehicles [H1] Some vehicles are equipped with an auxiliary transmission for purposes such as reducing fuel consumption and engine noise.

This auxiliary transmission ATRS is a gear provided on the input side or output side of the main transmission included in the transmission unit, and has two sides: a high-speed side (economy side B) and a low-speed side (lower side P). This is for switching stages.

The switching control of the sub-transmission is first provided in the driver's seat, and
By operating the changeover switch, a gear shift command is sent to a gear shift control signal generation section comprised of a microcomputer, etc. A detection signal for the operation of the taradatsute pedal is also input to the shift control signal generation section, and when activated by this detection signal, a shift control signal is sent to the switching drive device of the sub-transmission in response to the shift command, causing the actuator to operate in all predetermined directions. By operating the actuator at step 6, the gear of the 01 transmission is switched from the economy side to the forward side and from the forward side to the economy side.

By the way, when the outside temperature is low and the lubricating oil temperature of the sub-transmission is low, such as in winter, the shift time is inevitably longer because the lubricating oil has a higher viscosity. Therefore, during normal clutch operation time, the clutch will engage prematurely in the neutral state where the gear shift has not yet been completed, putting a strain on the engine mechanism and potentially causing damage.

In addition, if the neutral state continues for a long time when dismounting, the rotational speed difference between the gears to be connected will become inconsistent, resulting in loss of synchronization, which is dangerous because the engine brake (q) will not be applied and the vehicle will run in neutral.

[Purpose of the invention]

The present invention takes the above-mentioned problem into consideration and prohibits gear shifting operation when the lubricating oil temperature of the auxiliary transmission is low, thereby eliminating synchronization gear failure, etc., and eliminating the risk of neutral running. Shifting of the auxiliary transmission that can be done 1j gear a'
a- The purpose is to obtain.

[Purchase of invention]

Part of the present invention /) Sub-transmission q) f: The speed control device detects information regarding the lubricating oil temperature of the sub-transmission by an oil temperature detector or an outside temperature detector VC, 1: a; F Nijite.

When the lubricating oil temperature based on this detection signal exceeds a predetermined value, the shift control signal generation circuit generates a shift control signal according to the shift command. Therefore, when the shift control signal is generated, the lubricating oil temperature is high, so the time required for quick speed is short, and the shift operation is completely completed within the normal clutch operation time. can do.

On the other hand, if the lubricating oil temperature is low, the gear shifting operation will be prohibited even if the driver issues a gear shifting command, so the premature engagement of the clutch during gear shifting will not occur (B) and the strength of the synchro-mechanism mechanism etc. will decrease. Not only can this be completely avoided, but it also eliminates the possibility of constant fear (in neutral), which increases safety by preventing the occurrence of dangers such as driving in neutral, which can lead to an inability to synchronize when dismounting.

[Embodiments of the invention]

Embodiments of the apparatus according to the present invention will be described below based on the drawings.

FIG. 1 shows a first embodiment of the device according to the present invention, in which a clutch switch 12 whose depression operation is a momentary inch after opening is shown.
A defect has been detected.

The motion changeover switch 14, which generates all the lost fortune commands, is one degree.
゛:°− ≠ Hand 4 Turns off when left unattended, and turns on when operated.
! : Generates a gear change command when the momentary inch is turned on.

In addition, the original weight is detected by a vehicle weight detector 11V consisting of a low P sensor. I7) The vehicle weight detector 11 is provided at a predetermined location on the gel body 171, and is turned on when the tonnage weight danger W is predetermined and larger than the standard weight WC, and turned off when it is below the standard weight.

This detection signal from the vehicle body M is used to determine whether to engage the gears of the auxiliary transmission 13, the full power side or the economy side, during the initial setting operation of the vehicle.

Furthermore, in this embodiment, the lubricating oil temperature of the sub-shift a 130''I is detected by the oil temperature detector 15. The oil temperature detector 15 is composed of a temperature sensor and outputs the detected temperature as a fully digital signal.

This oil temperature detection signal allows full gear shifting operation of the auxiliary transmission 13 only when the lubricating oil temperature is higher than a predetermined reference temperature Kc, except when the gear shift is set to 9 in the initial setting operation, and when the reference temperature is not reached. If the viscosity of the lubricating oil is high, the shift edge f'F-' is likely to be inhibited even if the driver issues a shift command.

Is there a way to solve this problem by stopping the start of the shift operation that takes a long time to shift, and causing the clutch to engage early during high speeds, resulting in a synchronization mechanism? This will completely prevent any damage or neutral running costs.

Among them, the detection of the lubricating oil temperature of the sub-shift $ 13 is 7t as described above.
In addition to directly detecting the oil temperature, it is also possible to measure the outside air temperature indirectly using a temperature sensor and performing a predetermined conversion.

The detection signal of the clutch switch 12, the mode changeover switch 14'7'1 command, the vehicle weight detector 11, and the oil temperature detector 15'7'l$ output signal are sent to the shift control signal generator 1.
6VC, and a shift control signal obtained from the shift control signal generator 16 is supplied to the actuator 18.

When the shift control signal generator 16 receives a shift command through the operation of the Kirihata switchboard 14, it internally sets a shift mode, and a clutch operation detection signal is supplied within a predetermined time after the shift command is generated. In the case of 7'C, all the shift control signals are generated according to the shift command, but if the clutch is not operated within the predetermined time and no detection signal is supplied, and in the case of 'fc, is the preparation setting based on the shift command? unlock.

Therefore, even if after operating the changeover switch 14, you are distracted by other driving operations f' and the clutch pedal 10 does not make the sound of pressing the clutch pedal 10, which should be performed as the changeover operation (q), the changeover switch 14 will not work. Since the gear change command is canceled and the changeover switch 14 returns to the state before it was fully operated,
; f: q) Even if the ninth clutch that switches the rear main transmission is operated, the sub-transmission 13 will not be switched inadvertently, and if the selector switch 14 is fully operated, f'T will give the normal gear shift command. Since the system is accepted as a standard, there is no risk of erroneous operation, and operability and safety for the driver are improved.

A speed change operation device V that performs a speed change operation on the actuator 18
C included t'1. Yes, the shift control signal, J:! :1 The lever 20 is driven and the shift sleeve 2 is driven by VC and C.
2 is operated.

When the shift sleeve 22 and the actuator 18 are manipulated, the gear shift vJ of the auxiliary transmission 13 (not shown) is performed. Note that this sub-transmission 13 includes the transmission unit 241c connected to the engine 17 as described above, and is provided on the input side or the output side of the main transmission C), and is connected to the economy side E and the power transmission IP. Step 2 q) Switching is performed.

The actuator 18 can be constructed as shown in FIG. be done.

First air chambers 34 are formed on both sides of the diaphragm 30, respectively. The second air chamber 36 is connected to the pressure regulating ports of the 11i solenoid valves 38 and 40, and is connected to the low pressure ports of these solenoid valves 38 and 40 via a surge tank 42 and a check valve 44 to a vacuum tank 46 as a negative pressure source. Connected. Further, each high pressure port is opened to the atmosphere through filters 48 and 50.

Vacuum tank 46 negative pressure engine 1717'1
The vacuum pump 19 is driven by the rotation of the vacuum pump 19.

540 energization control is output from the speed change control signal generator 16.
This is done by modifying the control signal.

To the TVC first air chamber 34 side to the solenoid 52,
Power supply to the solenoid 54 VC processing to the second air chamber 52 σI
AtYC machining power side P, energization V to solenoid V54
The sub-transmission is operated to shift to the C-engine economy side E.

One of the solenoids 52 and 54 is always energized, and even after gear switching is completed, the diaphragm 30 is biased toward the P side or the E side to prevent the gear from slipping out.

The vacuum tank 46H17' mentioned above is also used as a negative pressure source for operating the rake, clutch, etc.
After the brakes, clutches, etc. are frequently used, the negative pressure decreases, and the speed change drive of the sub-transmission 13 becomes incomplete. Similarly engine 1
70 When the number of rotations decreases, the vacuum generation rate of the vacuum pump 19 decreases, and along with the use of negative pressure, the negative pressure in the vacuum tank 46g) decreases.

For this reason, the accumulator 18 of the vacuum tank 46
Negative pressure detection switch 2 to detect large and small gold
1 is provided.2 This negative pressure detection switch 21 is turned on when the predetermined upper reference pressure Pc is too thick when the vacuum tank 460 negative pressure increases, and is turned on when the lower reference pressure P'c decreases.
The negative pressure detection switch 21 has a hysteresis characteristic as shown in Fig. 9, which turns off when the pressure is small. An engine rotation speed detector 23 for detecting the rotation speed is provided.A frequency q) signal is outputted to the engine rotation speed detector 23 as shown in FIG. Engine l! 21 revolution speed sensor 25 and this engine revolution speed sensor 25'7'l is connected to the output side and receives a frequency signal vc l:! Zt: An F/V converter 27 that generates a positive voltage signal, a reference voltage source 29 that generates a reference voltage vc corresponding to a predetermined engine speed, and an F/V converter 27 that generates a voltage signal that increases Zt: +.
The outputs of the V converter 27 and the reference voltage source 29 are compared and F/
It consists of a comparator 31 which is turned off when the output of the V converter 27 is large and turned on when it is small, and a sword.

This engine rotation speed detector 23 is designed to detect when the engine 17 is stopped or when the engine rotation speed is not high enough for the vacuum pump 19 to generate sufficient negative pressure for variable speed drive, etc. ing.

The detection signals of the negative pressure detection switch 21 or the engine rotation speed detector 23 permit the gear shifting operation if the negative pressure for passive shifting of the auxiliary transmission 13 can maintain a predetermined high state; If the value is less than or likely to be less than the θr constant value, the VC is used to prohibit the gear shifting operation even if the driver issues a gear shifting command.

In addition, this avoids the situation where the negative pressure is insufficient and the gear shifting operation is incomplete, and the gear stops in the neutral state, causing a problem in driving.
] It is possible to prevent the occurrence of danger or damage to the synchronized mesh mechanism, etc. due to mis-snuffing. In addition, it is also possible to configure the engine rotation speed detector 23 using a tachometer.

64 is a buzzer, 66 is its drive control circuit, 70 and 72 are indicator lamps, and 68 is its drive control circuit.

The buzzer 64 and indicator lamps 70 and 72 indicate that the sub-transmission 13 is in the mode P state on the economy side or power side, or that a gear shift is in progress. A warning will be issued to prohibit shifting as the speed decreases.

In the device according to the present invention, as shown in FIG. 1, a sophisticated detection means 26 for detecting the current position of the auxiliary transmission is provided in association with the shift sleeve 22. , this q] detection means 26] detection output is supplied to the speed change control signal generator 16Vc.

The detection means 26, an example of which is shown in FIG. 3, includes a cam 56 provided in association with the speed change sleeve 22, and a pair of cams 560 mounted at a position in contact with the top 58 of the cam 560 with a predetermined distance therebetween. It is composed of switches SWp and SWE, and the switch SWP is turned on when it is in the neutral position just before the end of switching to the economy P side, and conversely, the switch SWP is in the neutral position before the end of switching to the economy E side. When VC is present, the other switch SWE is turned on. These pair of switches SX YAP,
These switches SWP and SWE, whose SWE signal is used as a detection output of the detection means 26, completely detect that the sub-transmission is about to complete the gear switching operation f'F-q) during the switching operation, Buzzer b4 and indicator lamp 70
72°.

In addition, immediately after turning on the ignition switch (JGS/W), on the other hand, q) Before starting operation by turning on switch sWP or SWE, q) Check whether the gear position is power side or economy side. Check, shift control signal generator 1
It also has a function to initialize the setting mode 2 for 6'7'l speed change (switched according to the speed change command) to match the current position of gear q.

Thanks to this, even if the clutch pedal is operated 1° at the start of operation, there will be no unintentional shifting of gears in the auxiliary transmission, and the gear change will be the same as during the previous operation without any unnecessary switching operations.
You should be able to enjoy ease of use by being able to start driving in this mode.

Note that when starting the engine, the gear is in the neutral state due to a problem, or the switch SWp,
If SWE is malfunctioning and both are on and fc is off, the shift control signal generator 16 performs an initial setting operation and energizes the renoids 54 or 52 to shift gears depending on the amount of vehicle N. If all gears are switched to the power side or the economy side, no shift control signal is generated.

This eliminates the inability to start at the start of driving, and also enables reliable gear shifting by accurately grasping the gear position. Sometimes the load placed on the clutch 2 is reduced and damage occurs 2
Prevent, on the other hand, if the vehicle weight is small, the gear? It should be put into the economy side to improve fuel efficiency.

If the switches swp and swg are malfunctioning as described in q above, the buzzer 64 and indicator lamp 7 may be damaged during the switching operation.
The control of 0.72 is based on the time q) elapsed V from the start of switching.
This is done in conjunction with C.

FIG. 4 shows an example of a speed change control device including a speed change control signal generator 16, which has a microcomputer 16A'ji, a vehicle body M amount detector 11, a changeover switch 14. Crantes isoute 12 and pair q] detection switches SWP and SWE are each inverter 62A
~ei2DvI-, the oil temperature detector 15 is connected directly, the engine speed detector 23 is connected to the OR circuit 63, and the negative pressure detection switch 21 is connected to the inverter 62B and the OR circuit 6.
The output of the OR circuit 63 is connected to the microcomputer 16A through 3, and each detection signal and detection data (in the case of the oil temperature sensor 15) are supplied to the microcomputer 16A. This is an abnormality detection signal.

On the other hand, the microcomputer 16AI71 output capo)
The VC is connected to the solenoids 52 and 54, the buzzer automatic control circuit 66, and the lamp drive control circuit 68.
Necessary control signals are sent to each.

The microcomputer 16AH has an interrupt processing function, and is connected to a hard timer (not shown) that is started under the control of the microcomputer 16 and generates an interrupt when the time amplifier is activated.

This microcomputer 16 Al'! The function is stored in the memory and controls the entire shift control of the auxiliary transmission according to a predetermined procedure based on a companion program, and performs flag processing to check various conditions.

Microcomputer 16 AH, encifu start t) After completing the specified initial setting operation at 3 o'clock, selector switch 14
When a gear change command is supplied by the operation, the mode of the switching direction is changed to the semi-! If the clutch pedal 10q is depressed within a predetermined time after the gear shift command is issued, the control signal is energized by this detection signal and all control signals are sent to the setting motor solenoid 52 and 54. ! Start all.

The gears are switched and driven by the start of energization of the solenoid 52 and 54. In this way, once the solenoid 52 or 54 is energized, the gear shift control signal output is as follows:
This continues until the clutch pedal 10 is operated in the switching operation VC, and the energized state is maintained during this period.

Therefore, even if the clutch pedal 10 is released when the auxiliary transmission is in the neutral state, the solenoid 52 or 54 continues to be energized, and the gears of the C-type auxiliary transmission are completely and reliably shifted to the economy mode. side or power side. Furthermore, in q), where excitation is performed even after the gear change is completed, there is no possibility that the vehicle will slip out of gear during driving.

However, when the microcomputer 16Ad and the lubricating oil temperature are below the predetermined reference value 17), and when the negative pressure in the negative pressure path is below the predetermined reference value 17), the engine speed is further reduced to 170 rpm. When the speed is below the reference value q), the sinking speed drive is completely stopped to avoid neutral driving q) and to prevent damage to the synchronized mechanism.

A buzzer control signal is further generated by the microcomputer 16A and supplied to the drive control circuit 66 for the buzzer 64, and the buzzer 64 is driven until the excitation switching operation of the solenoid 52 or 54 is completed. be done. Does the buzzer 64 mean that the auxiliary transmission is shifting? 6゜Also, if the lubricating oil temperature is low or the negative pressure is abnormal,
K is set to issue a warning with a continuous buzzer sound.
Ru.

Macross microcomputer 16AH lamp drive circuit 68
The power side indicator lamp 70 or the economy side indicator lamp 2 is turned on and off via the switch. This will cause the corresponding lamp to blink until the switching operation is completed after the start of the switching operation, and only the indicator lamp corresponding to the current mode 2 will be lit until the switching operation is completed, and the power side or economy side will be turned on. During and after mode switching to fl, 7j
q) This is to inform the driver of the current mode.

The normal q) switching operation of the transmission control device constructed in this manner will be outlined with reference to FIG. 5. The figure shows economy (i11
1 force/to power side]+7) This is a time chart of the switching operation, and when the mode changeover switch (momentary switch is used) 14 is operated at time tl, the 5th ilA command pulse (mode changeover pulse) is generated, and the ξ The power side mode is prepared. At this point VC, c, the power side changeover indicator lamp 72 blinks for a period T (FIG. 3B).

Any 7 within the predetermined time T after the command pulse is generated.
When the clutch pedal 10 is depressed at time t2, a detection signal (clutch pulse) (D in the figure) is generated from the Clarity inch 12.
) is obtained, and at the rising timing of 7, the solenoid 54-
The gear shift control signal is output to and energized (E in the same figure), and the gear is shifted to Economy E as shown in GK in the same figure.
The power is switched from the side to the power P side through the neutral position N.

In addition, when the economy side solenoid 5 is stolen, the speed change control signal output stops and the energization is stopped at the rising timing of Claratis inch 12f) detection No. 16 σ). Also, at this time,
The economy side indicator lamp 70 goes out.

Since the cam 56 shown in FIG. 3 moves with this switching operation, when the cam 56 just passes through the neutral position Ni, the cam 56 moves as shown in FIG.
At step 6, the power side detection switch SWP is turned on (I in the same figure), and a predetermined time τ has elapsed since the turn-on time t3.
) At time t4, the power side switching indicator lamp 72
is lit.

The buzzer is emitted during a period from time t2 to time t4 as shown in FIG.

Since the switching operation to economy (Hli) is the same as described above, the explanation of step 7 will be omitted.

Next, the above control operation will be explained in detail according to the flowchart shown in FIG. 6.7. Fig. 7 (A) to (E+t-x interrupt processing are shown. For example, (step 100) is abbreviated as 100. In the flow chart, power side, economy side, treble, bass, solenoid r, ignition, s, inch = i - P and E respectively.

They are abbreviated as H, L, SQL, IQ, S, and W.

As shown in FIG. 6, the 100 initialization operation is performed after waiting for the ignition switch to turn on. That is, in step 102, the entire RAM '7"l work area is initialized and each flag C, D, F, G and Tl +T2 +T
3 Total 3-piece mark detection switch SWB.

Check the swp and if the gear is in the economy side and the detection switch 5WBn is on, set the gear position vC related 6F meeting F' = 0 and set the economy Oi! energizes the 5 +lenoids, and lights up the lamp 70 indicating the economy side gear 1106 Conversely, if the gear is on the power side and the detection switch SWP+7+ is on, F = 1 and energizes the power side lensoid 5. At the same time, the power side display lamp 72 = 5 lights up 11
Make sure that the current position of the gear and the setting mode match before starting continuous rotation.

Detection switch SW+; When 5VVP is both on or off), VCH (including when the gear is in neutral state q)), when the vehicle weight W is greater than the reference weight W, flags C, D, F, M = 1 are set as follows. In the flow, the power side solenoid 1'5 is connected, and the gear is out of power.
Switch to! 1. 6114,116° On the other hand, if the vehicle weight W is less than the standard N amount WC, the vehicle weight W is less than the standard N amount WC. Flag C,
D, M=1. As F'=υ, in the next flow, the Nisconomy side solenoid 5) is energized so that the gear can be changed to economy mode 1, and the economy side indicator lamp 70 flashes, indicating to the driver that the shift to economy side is scheduled. - Display 1 14,118° - Here reference l
The value Wc is a value that determines which one to switch to, and is experimentally set in advance in consideration of the degree of damage to the clutch at the time of starting and the fuel consumption.

To resolve this issue, even if the gear is in neutral when the engine is started, the gear will be shifted to the power side or 4 economy side depending on the weight of the vehicle f), allowing the vehicle to start without requiring the driver to change gears. Tona-9, when the amount of N is large, the clutch 7+- should be applied to the power side when starting.
I'm afraid it will be damaged, Gana? On the other hand, if the positive amount is small, the fuel will be input into the economy 111ij, thereby reducing fuel consumption.

Further, even if the detection switches SWP or S to νE are out of order, the current gear position can be grasped completely accurately, making it possible to perform reliable gear shifting operations.

Next, when starting the engine, detect switch 5wl1X, sw
When both p are not on or off, the process returns to step 120, 12217) by initially performing the initialization with G=Q (q) until M=1. An interrupt is generated here at the rising edge when the flag MH mode changeover switch 14 is turned on, and M = 1 (T7 Figure (C) 2).
08L Next, check if the negative pressure is normal 124. When normal, the process proceeds to step 128 via step 126, but if the valve pressure in the negative pressure path is lower than the reference pressure Pct, or if the engine 17 is stopped or the rotational speed is low and the negative pressure σ) is not supplied. If it is low, the negative pressure is abnormal, and the buzzer 64 sounds in a low tone continuously to notify the driver, and returns to the M? all clear step 120. The luck command is released, and it is possible to prevent the occurrence of an unreliable kairen operation due to a drop in negative pressure q).

After 7t when fz pressure returns to normal, motor VJ replacement switch 14
is turned on, step 126, 1:34 VC processing negative pressure abnormality warning is canceled.

Next, the oil temperature K is read with the initial force p==Q136,
It is checked whether the oil temperature K is greater than the reference oil temperature Kc, C1
38. If the oil temperature is higher than Kc or C, the process proceeds to step 142 via step 140, but if the lubricating oil temperature of the sub-transmission 13 is higher than Kc.
If the oil temperature is abnormal, the buzzer 64 will sound intermittently at full high pitch to warn the driver, and all M will be cleared and the process will return to step 120 138, 144
゜By working on this, it is possible to prevent damage to the synchronizer mechanism and the like due to premature engagement of the crank brake and the risk of running in neutral when the shift command is released and the shift time takes longer due to the drop in oil temperature.

The negative pressure is normal and the oil temperature is Kc! lll i% <'
When the motor switching switch 14 is turned on after this happens, the abnormal oil temperature notification is canceled in steps 148 and 150.

When both the negative pressure and the oil temperature are normal, the initialization in step 102 is initially i',=U, so when the motor selector switch 14 is turned on, the timer TI starts.
52.15L1゜Then, a flag T1 indicating that the timer T] is activated is sent 15.6. At this time, the flag G is set to 1 to handle the case where the clutch is not operated while the timer T1 is activated.Next, in order to invert and memorize the current mode state before switching, the flag F17) is checked completely. 160, In the case of F.0, [H flag F=1 is set and [Pi indicator lamp 72 blinks. .1
68. That is, when the motor switching unit 14 is turned on, a check is made for the current setting, and then the lamp 7o or 72 starts blinking.

As shown in FIG. 7 DvC, after M is set, that is, when the mode selector switch 14 is turned on, an interrupt occurs at the rising edge when the clutch switch 1'2 is turned on. ru1210,212°Therefore, Moge! ;1. Even if the I change switch is turned on, if the clutch switch is not turned on, C=Q remains, and the process returns to step 120 (17Q).
As shown in Figure (Al), flags T and M are reset when an interrupt occurs. Then, since G==1, 158, the processing of steps 300 to 310 returns the flag F to the current mode state, and The display lamps 7o and 72 stop blinking and return to the original state q).Then, (]=0, and 6
．． That is, even if the mode selector switch 14 is turned on, if the clutch switch 12 is not turned on within a certain period of time, the mode
Turning on the selector switch 14 will be ignored.

If the AfJIC clutch 12 is turned on and the timer Tl times up, steps 152 to 17 are executed.
0, and then both Renoids 52 and 54 are normal q], when F=1, that is, switching from the economy side to the power side, VCY"1 power side Renoid Y5
+w is turned on, the economy side solenoid 5S and E indicator lamp 7υ are all turned off, and the buzzer 64 sounds at a high pitch. i!lnrenoi l-'54
and turn off the Phi indicator 72 and sound the buzzer 64 with a low tone 172,176° However, when the engine starts, VC is on and the detection switch swg
, swp is both VC off and fl off M]C,D
.

F=1 or 1-jC, D=l, F=O, 6'7
') step 128 to 172 then 174 or 17
6, an initial setting operation is performed.

In the process of step 174 or 176, the solenoid 54 or 52 is turned on [, 1: khl/l: is switched. Next, 2 is activated by the timer and 178.1
80, Flag T2 is set 182° 184° Here it fully indicates that flag TzH timer T2 is running,
If the timer T2 and the detection switch swp or SWB are out of order, the indicator lamp 7Q will turn on after a sufficient period of time has elapsed to complete the switching operation.

72 and the buzzer 64.

After setting the T2 flag, turn on the solenoid 52 or 54.
When the Elimo 2 switching operation progresses and the ξ power detection switch SWP is turned on while switching to the lower ξ side or the economy detection switch SWE is turned on while switching to the economy side, steps 186 or 188 to 190. 192
After that, move to 194.

Timer T3 is activated 194 and flag T3 is activated 196. Here, flag T3 indicates that timer T3 is activated.

When timer T3 (set time τ, for example 0.2 seconds) is timed, an interrupt occurs, as shown in Figure 7 (El).
Flag T3 is reset 214. Then, in step 198, the process moves to 400, and when switching to the economy side, the indicator lamp 72 on the 9th and 7th side lights up and the buzzer 64 is turned off.402° When switching to the economy side Then, the economy side engine ζ Renoi R51 is turned off, the economy side display lamp 70, which had been flashing, is turned on, and the buzzer 64 is turned off.
404. Flags C, G, and M are then reset 406
, the process returns to step 120 to perform the above-mentioned processes for the next mode switching operation.

Note that in step 186 or 188 described above, the solenoid 52
Or even if sufficient time T2 required for switching operation VC has passed after 54 is switched on, the detection switch SWP or SWE
If the detection switch fSWP or u SW is not turned on,
E is on, but the other detection switch SWg or h swp
191, 1.192, Tie 7 When time-up of T2 occurs, an interrupt is generated and waits for flag T2 to be reset as shown in FIG. 7 (B) Vc.
08,410. Move to X step 4oo 6゜This VC construction allows reliable gear switching even if the detection switch fails. In this example, the mode changeover switch 14 and clutch switch 12H momentary switch are used q) It is extremely easy to operate.

In addition, the device shown in Fig. 10 is equipped with a temperature sensing element (
Fig. 11 q) Temperature-resistance characteristic (Fig. 12 σ), which occurs due to a resistance change with respect to oil temperature (Fig. 12 σ), is compared with a reference signal (corresponding to oil temperature Kc) by a comparator 92, and then compared. A transistor Tr that turns on and off by a signal and turns on and off by operating a changeover switch 14A.
2iTrl is connected in series with the transistor Tr3, and the switching is designed to output the speed change command when the oil temperature drops.]
Even if you try to configure the obsolete circuit in two ways, it is difficult.

〔Effect of the invention〕

As explained above, in the shift control device for the auxiliary transmission according to the present invention, all information regarding the lubricating oil temperature of the auxiliary transmission is detected using the oil temperature detector or the outside temperature detector. and,
When the lubricating oil temperature based on this detection signal is equal to or higher than a predetermined value, the shift control signal generation circuit generates a shift control signal in accordance with the shift command and drives the sub-transmission to shift.

Since the lubricating oil temperature is high when the gear shift control signal is generated, the time required for turning on is short, and the entire gear shifting operation can be reliably completed within the normal clutch operation time.

On the other hand, if the lubricating oil temperature is low, the gear shifting operation will be prohibited even if the driver issues a gear shifting command, so the situation where the clutch will be engaged prematurely during gear shifting will not occur, and the strength of the synchronizer mechanism etc. will decrease. It can be avoided, and the neutral state is long (continued), and when leaving the board +71 unsynchronized 1
(c, neutral driving, etc.) q) It has an excellent effect of preventing the occurrence of danger and increasing safety.

[Brief explanation of the drawing]

Fig. 1 is a system diagram of the main parts of the device of the present invention, Fig. 2 is a configuration diagram of the actuator, Fig. 3 (illustrative diagram of the 1st shift switching direction detection means, Fig. 4 is the main part f of the shift control device) - A system diagram showing an example, Fig. 5 is a time chart for explaining its operation, 1
Same as Fig. eiA, Fig. iSB and Fig. 7 (Flowchart for explaining the operation, Fig. 8 is an explanatory diagram showing the operating characteristics of the negative pressure detection switch q), Fig. 9 is a block diagram showing the engine rotation speed detector, Fig. FIG. 10 is a circuit configuration diagram showing another embodiment, and FIGS. 11 and 12 are diagrams explaining the operation of FIG. 10. DESCRIPTION OF SYMBOLS 11... Electrical TT detector, 12... Claratis inch, 14... Motor 1 changeover switch, 15... Oil temperature detector, 16... Shift control signal generator, 18... Actuator, 21... Negative pressure detection switch, 22...
Gear shift sleeve, 23...Engine speed detector, 26
. . . Switching direction detection means, 52, 54 . . .
0 Agent Patent Attorney Atsushi Nakajima Figure 4/U/1 Figure 7 (A) (B) (C) CD)

Claims (1)

[Claims] A shift command generator that generates a shift command, a temperature detector that detects information regarding the lubricating oil temperature of the sub-transmission, and a shift control signal that generates a shift control signal in accordance with the shift command when the lubricating oil temperature based on this detection signal is equal to or higher than a predetermined value. 1. A speed change control device for a sub-transmission, comprising: a speed change control signal generation circuit that generates a speed change control signal; and a speed change drive device that drives a speed change of the sub-transmission based on the speed change control signal.