JPS6184451A - Speed change control device of speed change gear - Google Patents

Abstract

PURPOSE:To facilitate shifting to the reverse step by engaging a clutch in such a manner that a gear on an input shaft in a geared speed change device is rotated to change its position at the time of failing in achieving the reverse step at the first shifting, and again shifting to achieve the reverse step. CONSTITUTION:In a speed change gear having a normally engagement type geared speed change device 200 which is manually operated and has the reverse step achieved by selective engagement and disengagement of an idler gear and an automatic clutch 100 including a clutch actuator 2, there are provided a shift detection circuit 4 for detecting the shifting operation between the neutral position N and the backward step R, and a clutch engagement detection circuit 5. At the time of shifting N-R, if it is judged by an electronic control device 8 that shifting is not completed, an alarm device 7 is operated to call upon a driver to return a shift lever 3 to N-range. A clutch 130 is controlled to be engaged so that a reverse drive gear 218 is rotated to facilitate the engagement of the gear 218 with an idler gear.

Description

[Detailed description of the invention] [Industrial application field 1 The present invention relates to a speed change control device for a transmission.

[Prior art 1] Conventionally, there has been a constant-meshing gear transmission system in which multiple gear trains are achieved by selectively engaging and disengaging a synchronizer (hereinafter referred to as a synchro) or a selective sliding gear, and a synchronizer and a selective sliding gear. A shift control device similar to a constant-meshing gear shift consisting of a shift actuator that operates the shift actuator, an automatic clutch, and an electronic control device that inputs vehicle running conditions such as vehicle speed, throttle opening, and shift position and controls the shift actuator. J5 was proposed, and the shift operation of the gear transmission is automatically performed by a shift actuator, but since the reverse gear is usually a selection sliding gear (idler gear), the gears that should be engaged may collide with each other. Even though the shift lever was shifted to the reverse (R) range, there were cases in which the shift actuator was not activated. Therefore, a shift control device for a gear transmission has been proposed in which the shift to reverse gear is performed manually.

[Problems to be Solved by the Invention] However, even when shifting is performed manually, gears may collide with each other, making it difficult to shift to the reverse gear. In such a case, return the shift lever to the neutral position and then shift to reverse again (double clutching). However, since Clara≠ continues to be released and the vehicle is stopped when shifting from neutral to reverse gear, rotational force is not transmitted to each gear train in the gear transmission, and each gear Since the row does not rotate, the problem arises that the gears collide with each other again. A similar problem also occurs in a semi-automatic transmission in which only the clutch is an automatic clutch. Furthermore, a similar problem occurs in a transmission as shown in FIG. 16, which combines a continuously variable transmission that switches between forward and backward movement using a selective sliding gear mechanism, and an automatic clutch.

According to the present invention, when the reverse gear cannot be achieved in the first shift and the gear is shifted again to achieve the reverse gear, the gear on the input shaft in the gear transmission rotates before shifting to the reverse gear.
An object of the present invention is to provide a speed change control device for a transmission that engages a clutch so that the position changes and can easily shift to the reverse gear again.

[Means for Solving the Problems] The shift control device for a transmission of the present invention provides a shift control device for a transmission of the present invention for use in a vehicle comprising a combination of an automatic clutch and a shift mechanism in which at least a shift to reverse travel is performed manually by a speed selection means. Shift control for transmissions 2
0 device, which includes a mutual shift operation detection circuit between neutral and each gear stage, an automatic clutch engagement detection circuit, and a clutch control T2P device that inputs signals from these and controls the automatic clutch. In the speed change control device of a transmission, the clutch control device temporarily engages the automatic clutch when the gear selection means is returned to neutral because the shift to reverse travel is not performed smoothly during manual shifting. The configuration is to output.

[Operation of the Invention] The operation of the shift control device for the transmission of the present invention is such that when the shift to reverse travel cannot be achieved in the first shift and the shift to reverse travel is performed again, the shift control device of the transmission of the present invention The gear on the input shaft in the transmission rotates and engages the automatic clutch to change position, making it easier to shift to reverse again.

[Effects of the Invention] As described above, the speed change control device for a transmission according to the present invention has the following effects.

If reverse gear cannot be achieved on the first shift and the gear is shifted again to achieve reverse gear, the gear on the input shaft in the transmission rotates and changes position automatically before shifting to reverse gear. By engaging the clutch and easily shifting to reverse again, the gear train can be reliably shifted without overloading the gears.

[Embodiment] A shift control device for a transmission according to the present invention will be described based on an embodiment shown in the drawings.

FIG. 1 shows a block diagram of an embodiment of a speed change control device for a transmission according to the present invention.

In this embodiment, the transmission speed change control device 1 of the present invention is a constantly meshing gear transmission (hereinafter abbreviated as gear transmission) which is operated manually and has a reverse gear that is achieved by selectively engaging and disengaging an idler gear. 200, and a wet multi-plate clutch (hereinafter abbreviated as clutch) 1 that disconnects and connects power to the gear transmission 200 by displacement of a clutch actuator 2.
30, a shift lever 3, an N-R shift detection circuit 4 which is a shift operation detection circuit that electrically detects a mutual shift operation between N and R, and outputs an electric signal. It detects the engagement of the clutch 130, and in this embodiment, the clutch engagement detection circuit 5 detects the rotation of the input shaft 103 of the gear shift i 200, the N-R shift detection circuit 4, and the clutch engagement detection circuit. 5, the electric signal output from clutch 13 is input, and the electric signal output from clutch 13 is input.
It includes a clutch control device 6 that outputs an output to the clutch actuator 2 to control the R shift.
It consists of an electronic control unit 8 that outputs an output to a warning device 7 that notifies the driver that the shift is incomplete.

The control of the electronic control device 8 will be explained based on the operation flowchart shown in FIG.

The driver stops the vehicle (501), and the driver moves from N to R.
(502)), returns when not performing an N-+R shift, and determines whether the shift to the N range is complete when performing an N-+R shift. 503), and returns when the shift is complete. When the shift is not complete, it is difficult to judge whether the driver is trying to return the shift lever 3 to the N range.
04) When you are not about to return to the N range, turn on the warning device 7 to alert the driver to return the shift lever 3 to the N range. 505) After that, repeat (504) to return to the N range. When the warning device 7 is
Then, the reverse drive gear 218 of the input shaft 103 of the gear transmission 200 rotates, and the position of the gear groove changes, and an engagement signal for the clutch 130 is issued to facilitate meshing between the idler gear and the drive gear 218. 506), a) In order to detect the rotation of the driven member of the clutch 130, the rotation of the input shaft 103 of the gear transmission 200 or the rotation of a gear on the input shaft 103 is detected to determine whether the clutch 130 is in an engaged state. 50
7) When the clutch 130 is not engaged (507)
Repeat. When the clutch 130 is engaged, a release signal for the clutch 130 is output to the clutch actuator 2 to release the clutch 130 (508), and then (50
Return to 2).

In addition to the above a), the engaged state of the clutch 130 is detected by detecting the movement of the clutch actuator in the case of b) in which the clutch is actuated by a clutch actuator, and comparing it with a reference for a half-clutch.

C) In the electromagnetic clutch, compare and judge the current flowing through the clutch with the reference current in a half-clutch state.

However, other methods are also fine.

FIG. 3 shows a front engine, front drive vehicle transmission using a hydraulic fluid coupling used in an embodiment of the transmission speed change control device of the present invention.

This vehicle transmission includes an automatic clutch 100, a constant-mesh gear shifter 200 for five forward speeds and one reverse speed, a differential mechanism 2501, and a transmission case 290 housing these.

The automatic clutch 100 includes a fluid coupling (hereinafter referred to as the coupling) 110, a clutch 130 provided inside the fluid coupling, and an engine engine (hereinafter referred to as the right side in the figure) that runs along the outer periphery of the coupling 110. an oil pump 170 provided between the input member and the output member of the coupling 110; and a servo 190 for disengaging and engaging the clutch 130. Consisting of

The coupling 110 includes a front cover 111 connected to the input shaft 108 of the automatic clutch 100 connected to the crankshaft of the engine, an annular plate-shaped rear cover 11OA welded to the front cover 111 at the outer periphery, and the rear cover 11OA. a pump blade 113 disposed around the inner circumferential wall surface of the turbine blade 1 , a turbine blade 114 disposed opposite to the pump blade 113 , and a turbine blade 114 disposed opposite the pump blade 113 ;
14 and a turbine runner 115 holding the turbine runner 14.

The tip of the left side (hereinafter referred to as the left side) where the gear transmission 200 is located at the center of the front cover 111 is the drive shaft 106 of the oil pump 170, and the middle part is the oil pump cover fixed to the oil pump 170. 177
An input shaft 108 serving as a disk plate holding shaft 107 that supports the disc plate so as to be slidable in the rotational direction is provided therethrough. Further, a cylindrical portion 111B is provided on the outer circumferential portion of the inner wall of the front cover 111 and is formed with a frictional engagement surface 111A orthogonal to the axis.

The clutch 130 has its left spring end connected to the turbine runner 11.
Direct coupling clutch input rear damper plate (hereinafter referred to as rear damper plate) 158B which is welded to the hub-shaped part 116 of No. 5 and provided with a frictional engager on the outer periphery via the cylindrical part 144.
A damper spring 157 is provided at the tip on the right side, a front damper plate 158C is attached on the right side of the tip, and a thrust bearing 160 attached to the front cover 111 and a backing plate 161 are installed on the center right side. A cylindrical clutch plate case 134 is welded to a direct coupling clutch output damper disk (hereinafter referred to as a disk) 158A, and has an inner spline 133 formed on its inner periphery. , the automatic clutch 10
A hub portion 135 spline-fitted to the output shaft 103 of 0
, a clutch disc wheel 139 consisting of a clutch hub part 131 having an outer spline 136 formed at a position corresponding to the inner spline 133 of the clutch plate case 134, and a disc part 138 connecting the hub part 135 and the clutch hub part 137; , a plurality of clutch plates 141 whose outer peripheries are spline-fitted to the clutch plates 1 to casing 134, and whose inner peripheries are spline-fitted to the clutch hub portion 137 of the clutch disc wheel 139, and are alternately overlapped with the clutch plates 141. The clutch disc 142 is made up of a clutch disc 142.

The direct coupling clutch 150 connects a friction engagement surface 111A formed on the inner peripheral surface of the front cover 111 and the rear damper plate 1.
It consists of a frictional engager 104 supported by 58B.

In this embodiment, an internal gear pump is used as the oil pump 170, and the oil pump cover 177 and the clutch disc wheel 1 are connected to each other within the clutch disc wheel 139.
39 and the disk portion 138. This oil pump 170 has an outer circumference fixed to the oil pump cover 177, and an inner circumference fixed to the automatic clutch 177.
A thrust bearing 176 is loosely fitted to the small diameter end portion 103B of the output shaft 103 of 00 through an oil seal 175.
an oil pump body 170A that is in contact with the disc portion 138 of the clutch disc wheel 139 via the
An internal gear 172 is rotatably fitted into a gear room provided next to the engine of the oil pump body 170A, an external gear 171 is spline-fitted to the tip of the input shaft 108, and an external gear 171 is spline-fitted to the tip of the input shaft 108. It consists of a suction port 173 connected to an oil passage 103A formed in the center and communicating between an oil pump cover 177 and a front cover 111.

The servo mechanism 190 of the clutch 130 includes a rod 191 connected to a clutch actuator 2 that is operated by automatic supply/discharge from a hydraulic control device to be described later, and the rod 19 .
1, a release fork 192 rotated around a fulcrum 193 by the release fork 192, a bearing 195 supported by a flange 194 in contact with the release fork 192, and a sliding sleeve 19 fitted inside the bearing 195.
6, a diaphragm spring 197 whose inner peripheral edge is locked to the right end of the sliding sleeve 196, and a diaphragm spring 197 that is engaged with the outer peripheral edge of the diaphragm spring 197 and presses the clutch 130 via a thrust bearing 198. It consists of a suppression ring 199 and a clutch 130.
is automatically released and engaged.

The gear transmission 200 has a known configuration, and includes the output shaft 103 of the automatic clutch 100 as an input shaft;
The input shaft 103 has an output shaft 201 parallel to the input shaft 103, and the input shaft 103 has first, second, third, fourth and fifth drive gears 213, 214, 215, 216 and 217. The output shaft 201 is provided with first, second, third, fourth, and fifth driven gears 213A, 214A that constantly mesh with the respective drive gears 213, 214, 215, 216, and 217. .

215A, 216A and 217A are provided. And two adjacent driven gears 213A, 21
4A is selectively coupled to the output shaft 201 by the first and second speed synchronizers 202, and the drive gear 215.
216 is similarly selectively connected to the input shaft 103 by the third and fourth speed synchronizers 203, and the drive gear 2
17 is similarly selectively coupled to the input shaft 103 by the fifth speed synchronizer 204, and furthermore, the driven gear 22 meshes with the reverse drive gear 218.
8 is provided.

Further, an output gear 229 is provided in the clutch drive section of the output shaft 201, and this meshes with the ring gear 251 of the differential mechanism 250, so that the power of the output shaft 201 of the gear transmission 200 is transferred from the ring gear 251 to the case 252. , the side gear 25 via the pinion shaft 253 and the pinion 254.
5 and further transmitted to the drive wheels via the axle 256.

This automatic clutch 100 operates as follows.

The servo mechanism 190 of the clutch 130 automatically
91 operates to the left in the figure, the release fork 1
92 rotates to the left around the fulcrum 193 and the bearing 195
The sliding sleeve 196 is displaced in the direction of the engine. This allows the sliding sleeve 19
6 causes the center of the diaphragm spring 197 to bulge out toward the engine, and the pressing ring 199 connected to the outer periphery of the diaphragm spring 197 is displaced to the left in the figure.

This action releases the clutch 130. In this state, the power is cut off by the clutch 130, so that the gear shift operation can be performed at the gear shift swing 200.

When the rod 191 automatically moves to the right in the figure, the sliding sleeve 196 is moved against the diaphragm spring 19.
7 is displaced to the left in the drawing, the suppression ring 199 is pressed against the engine, the clutch 130 is engaged, and the input shaft 108 and output shaft 103 of the automatic clutch 100 are connected via the coupling 110. be done.

In this embodiment, a fluid coupling is used as the fluid transmission device, but a torque converter or the like may also be used. It goes without saying that it can also be used in other fluid transmission devices.

Although a wet multi-disc clutch is used as the clutch in this embodiment, other clutches such as an electromagnetic clutch or a dry single-disc clutch may be used.

Examples of the NR shift detection circuit are shown in FIGS. 10, 13, and 15.

Figures 4, 5 to 6, and 7 show two gear train switching devices that selectively engage synchro or idler gears.
Illustrate. Identical functional objects are indicated by the same numbers.

The gear train switching device 300 includes a select device 303, a thick cable connecting portion 349, and a select cable connecting portion 34.
2, a lever 305 fixed to the select and shifter shaft 304,
It has a groove 361A of the shifter arm 361 for first or second gear that engages with the lever 305, a groove 362A of the shifter arm 362 for third or fourth gear, and a groove 363A of the shifter arm 363 for reverse. 1st or 2nd gear shifter oak 365 that operates the 2nd gear synchronizer 202 (FIG. 3), 1st gear or 2nd gear shifter rail 364 to which the 1st or 2nd gear shifter arm 361 is attached, 3rd gear, Shifter oak 367 for 3rd or 4th gear and shifter arm 362 for 3rd or 4th gear that operates the 4th gear synchro 203 (Fig. 3)
3rd or 4th gear shifter rail 36 with attached
6. Reverse gear+iHW 220 (FIG. 3) includes a shifter arm 306 consisting of a reverse shifter fork 369 and a reverse shifter arm 368 that operate the idler gear. In FIG. 6.7, a fifth speed shifter oak 370a and each shifter fork are attached to a shifter rail 371.

Figures 8 to 10 show the first part of the N-'R shift detection circuit.
An example is shown.

A groove 222 is provided on the upper surface of the N-R shift detection circuit 4 of this embodiment, and the lock ball 223 is pressed by a spring 224 to suppress the movement of the idler gear 221 when not shifting to the reverse gear, and to control the moderation when shifting to the reverse gear roughly. A potentiometer 41 is provided to detect the displacement of the backward shifter fork 369 to give a sense of movement.

In the case of this embodiment, the determination at (502) in the operation flowchart shown in FIG. 2 of the electronic control device 8 is made by measuring the displacement direction of the backward shifter fork 369 with the potentiometer 41, and moving it toward the right in the figure (FIG. 10). When the driver turns on the electric signal that detects the displacement from N to R,
It is determined that you are about to perform a shift. Furthermore (50
In 3), when the 36 reverse shifter forks stop displacing, it is determined whether a complete shift to the R range has occurred or not by comparing the displacement position with a complete shift. Furthermore (504
), when an electric signal is input that detects that the reverse shifter fork 369 is displaced to the left (Fig. 10), it is determined that the driver is about to return the shift lever 3 to the N range. do.

11 to 13 show a second embodiment of the NR shift detection circuit 4. FIG.

Two grooves 225 are provided, and the roller 226 is connected to the spring 22.
7, the reverse shifter arm 368 of the reverse gear mechanism 220 is connected to the reverse shifter arm 368 of the reverse gear mechanism 220, which suppresses the movement of the idler gear 221 and provides a sense of moderation when shifting to the reverse gear. fork 36
Switch SW1 turns OFF when the backward shifter fork 369 is displaced in the right direction (Fig. 13).
, when the reverse shifter fork 369 moves to a position where the idler gear 221 and the reverse drive gear 218 are in contact with each other, the switch SW2 becomes F. It has an N-R shift detection circuit 4 which is a shifter fork displacement position detection circuit which is detected by a switch SW3 which is turned off when the shifter fork moves.

In the case of this embodiment, the determination at (502) in the operation flowchart shown in FIG. 2 of the electronic control device 8 is
1 is turned off, it is determined that the driver is attempting to shift to NR. Furthermore, in (503), the switch S
Switch Sw3 remains OFF even after a certain period of time has passed after w2 is OFF.
When there is no Fl, it is determined that the shift to the R range is incomplete. Furthermore, in (504) switch SW2 is set to F.
When it changes from to ON, it is determined that the driver is returning the shift lever 3 to the N range.

14 and 15 show a third embodiment of the NR shift detection circuit 4. FIG.

FIG. 14 shows the control linkage 420, which includes a shift lever 3, a link 1 [421], a shift push-pull cable 422, a select push-pull cable 423, and a moderation mechanism 424. In this embodiment, the displacement of the shift lever 3 in the select direction is determined by the select push bull cable 42.
The switch Sw4 is turned off when 3 is displaced in the right direction (FIG. 15), and the N-R shift detection circuit 4 detects displacement in the shift direction using a potentiometer 41.

In this embodiment, the decision (502) of the operation flowchart 1 shown in FIG. 2 of the electronic control unit 8 is made by the switch S
When w4 is OFF, shift push-pull cable 4
22 is measured by the potentiometer 41, and when it is detected that it is displaced to the right in the figure (FIG. 15),
It is determined that the driver is about to perform an N-R shift. Furthermore, in (503), when the shift push-pull cable 422 stops moving, it is determined whether or not the N range is completely shifted by comparison with a reference value. Furthermore (504)
When it is detected that the shift push-pull cable 422 is displaced to the left (FIG. 15), it is determined that the driver is about to return the shift lever 3 to the N range.

FIG. 16 shows a fourth embodiment of a speed change control device for a transmission according to the present invention.

In this embodiment, the speed change control device 1 for a transmission of the present invention includes a magnetic particle type electromagnetic clutch 610 which is an automatic clutch, and a continuously variable transmission mechanism 620 in which a shift to reverse travel is performed manually by a speed selection means (not shown). , differential machine WJ660
, a hydraulic control device 670, an N/R shift detection circuit 682 that detects the movement of the synchronizer 648 and outputs an electric signal, and a clutch engagement that detects the rotation of the input shaft 604 of the continuously variable transmission mechanism 620 and outputs an electric signal. combination detection circuit 68
3 and a clutch control device 681 that controls the magnetic particle type electromagnetic clutch 610 based on the electric signal output from the clutch.

The electromagnetic clutch 610 is connected to a first shaft 60 connected to the engine.
1, a clutch drive member 611 connected to the clutch drive member 611, and a clutch coil 6 disposed within the clutch drive member 611.
12. A clutch driven member 613 arranged on the inner peripheral side of the clutch drive member 611 and connected to the input shaft 604 of the electromagnetic clutch 610, a gap between the clutch drive member 611 and the clutch driven member 613, and a total of 617 iron powder particles. It consists of a powder gap 614 which is excited when energized (when the clutch is engaged), a brush 616 which is an electrical contact connected to a clutch coil 612 and a lead 1 gland 615.

The continuously variable transmission mechanism 620 is connected to the input shaft 604.
It has a continuously variable speed shifter 630 connected to the output shaft 641 of the forward/reverse switching mechanism 640 connected to the bell 1.
■The belt-type continuously variable transmission lever 630 includes an input seapro 34 consisting of a fixed flange 631 fixed to an output shaft 641 and a movable flange 633 operated by supplying and discharging hydraulic pressure to an oil chamber 632, and the first shaft 601. The second 'T' paralleled with
Fixed flange 63 integrally formed on '1l1602
5 and a movable flange 637 that is operated by supplying and discharging hydraulic pressure to and from an oil chamber 636; and a belt 639 that transmits power between the input sear 34 and the output sear 38.

The forward/reverse switching mechanism 640 is connected to the input port 60.
4 and a counter shaft 642 parallel to the output shaft 641, a drive gear 643 formed on the input shirt h604, a driven gear 645 constantly meshed with the drive gear 643, and a reverse drive formed integrally with the driven gear 645. A gear 647, a reverse drive gear 644 that is constantly connected to the reverse driven gear 647 via an idler gear 646 and connected to a gear spline 648b, a gear spline 648a and a gear spline 648b that are integrally formed with the drive gear 643. The synchronizer 648 includes a sleeve 648d that selectively engages a clutch hub 648C formed on the output shaft 641 manually by a selection means.

The differential I14'1SB60 has an input key 766 between the output gear port 61 formed on the second shaft 602, which is the output shaft of the belt type continuously variable transmission 630, and the axle 662.
Idler gear 665 formed with 3 and output key 7664
The output key 7664 is meshed with a large drive gear 666 on the side 660 of the differential door.

The hydraulic control device 670 has oil passages 672, 673, and 674 that supply oil to an oil pump 671 and an oil 'tT632.63G driven by the first shaft 601, respectively.
32. Input Sea Pro 34 due to early supply of hydraulic pressure to 636
, determine the amount of movement of the output sea-pro 38.

The gear shift control device 1 of the transmission is such that during a manual shift to reverse travel in which the sleeve 648d moves to the right in the figure and is connected to the gear spline 648b, the shift to reverse travel cannot be smoothly performed, and the speed selection means is temporarily set to neutral. When the clutch control device 681 receives signals from the N-R shift detection circuit 682 and the clutch engagement detection circuit 683, the electromagnetic clutch 61
Outputs 0 to temporarily engage.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment of the shift control device for a transmission according to the present invention, FIG. 2 is an operation flowchart of an electronic control device related to the shift control device for a transmission according to the present invention, and FIG. FIG. 4.5 is a sectional view of a heavy-duty transmission used in one embodiment of the transmission speed change control device, and FIG. 6 is a perspective view of a gear train switching device using the transmission speed change control device of the present invention. .7
FIG. 8 is a perspective view of a gear train switching device using the speed change control device of the present invention, and FIG. FIG. 9 is a perspective view of the reverse shifter fork used in the first embodiment of the N-R shift detection circuit of the shift-like speed change control device of the present invention; FIG. FIG. 10 is a schematic diagram of a reverse shifter fork used in the first embodiment of the N-R shift detection circuit according to the transmission control device of the present invention, and FIG. 11 is a schematic diagram of the shift control device of the transmission of the present invention. 12 is a perspective view of a reverse shifter fork used in the second embodiment of the N-R shift detection circuit according to
The figure is a side view of a reverse shifter fork used in the second embodiment of the N-R shift detection circuit of the transmission control device of the present invention, and FIG. FIG. 14 is a schematic diagram of a reverse shifter fork used in the second embodiment of the N-R shift detection circuit according to the present invention, and FIG. FIG. 15 is a perspective view of a control linkage used in the example, and FIG. 15 is an NR switch of a third embodiment of the speed change control device for a transmission of the present invention. Schematic diagram of the foot detection circuit, 1st
FIG. 6 is a skeletal diagram of a fourth embodiment of a speed change control device for a transmission according to the present invention.

Claims (1)

[Scope of Claims] 1) A speed change control device for a vehicle transmission, which is a combination of an automatic clutch and a transmission in which at least a shift to reverse travel is performed manually by a speed selection means, and the shift control device is a combination of an automatic clutch and a transmission in which a shift to at least reverse travel is performed manually by a speed selection means, and the shift control device is a shift control device for a vehicle transmission that A shift control device for a transmission comprising a mutual shift operation detection circuit with an automatic clutch operation detection circuit, an automatic clutch operation detection circuit, and a clutch control device that inputs signals from these and controls the automatic clutch. The shift to reverse driving is not done smoothly,
A speed change control device for a transmission, wherein the clutch control device outputs an output to temporarily engage the automatic clutch when the speed selection means is returned to neutral. 2) The shift operation detection circuit mainly detects shift operations between neutral and reverse gears.
2.) A shift control device for a transmission according to claim 1, wherein the shift detection circuit is a shift detection circuit. 3) The transmission includes a reverse shifter fork of a gear train switching device that selectively engages a synchronizer or an idler gear, and the N/R shift detection circuit is a potentiometer that detects the amount of displacement of the shifter fork. A speed change control device for a transmission according to claim 2, characterized in that: 4) The transmission includes a reverse shifter fork of a gear train switching device that selectively engages a synchronizer or an idler gear, and the N/R shift detection circuit is turned off when the shifter fork is displaced in the engagement direction. switch Sw1,
Switch Sw2 turns OFF when the shifter fork moves to the position where the idler gear collides with the transmission gear, and switch Sw3 turns OFF when the shifter fork moves to the position where a complete shift to the R range is performed.
3. The speed change control device for a transmission according to claim 2, further comprising a shifter fork displacement position detection circuit for detecting a shift operation between R and R.