JPS63163053A - Sub-speed change controller of transmission for vehicle - Google Patents

Abstract

PURPOSE:To eliminate securely problems such as miss shift by operating again a clutch actuator when the pedalling of clutch is released on the way of operating a sub-transmission change-over actuator. CONSTITUTION:A transmission 1 is constituted from a main transmission MT and a sub-transmission ST which is operated by an actuator 4. And when a clutch pedal 7 is pedalled, working oil is sent from a master cylinder 11 into a master cylinder 13 for an actuator to turn off a clutch. Even when an actuator 8 for the clutch is made inoperative by turning off the clutch, the clutch is again returned before the change-over of sub-transmission ST is completed. This is detected by a clutch switch 43 to again operate the actuator 8 and turnoff the clutch.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an auxiliary transmission control device for a vehicle transmission.

(Prior art) In general, the gear ratio and number of gear stages of an automobile gear transmission are set in consideration of various conditions such as engine output, maximum rotation speed, vehicle weight, fuel consumption, and transmission operability. .

In order to enhance the acceleration performance of a car and improve fuel efficiency, it is necessary to increase the number of gears, but increasing the number of gears makes shifting operations complicated, making the transmission larger and more expensive. .

Furthermore, as the number of gear changes increases, the impact generated each time the gear changes increases, resulting in a problem of deterioration of drivability.

In particular, when a small vehicle with a narrow vehicle width is equipped with an FWD (front wheel drive) system in which the engine is placed horizontally and drives the front wheels, the drive system consisting of the engine, clutch, transmission, etc. the lateral length of the system,
That is, the length of the engine in the crankshaft direction is limited, and it is mainly required to shorten the length of the transmission in the axial direction, making it extremely difficult to increase the number of gears.

In addition, automotive transmissions that are generally installed in small cars usually have a gear ratio of 3 to 5 forward gears.
If emphasis is placed on acceleration performance, the overall reduction ratio must be set large, which causes problems such as deterioration of fuel efficiency, especially during medium-high speed driving, and on the other hand, when emphasis is placed on fuel efficiency, acceleration performance deteriorates.

Therefore, in view of the above-mentioned circumstances, recent automotive transmissions have a compact structure with a substantial number of gear stages, and from the viewpoint of improving acceleration performance and engine fuel efficiency. Transmissions with auxiliary transmissions, which combine a main transmission with 3 to 5 gears and an auxiliary transmission with at least 2 gears, high range (high speed) and low range (low speed), are now being widely used. ing.

By the way, in such a transmission, the auxiliary transmission is connected to the engine output shaft via a clutch like the main transmission, so when switching the auxiliary transmission, the main transmission is As with the switching operation, it is necessary to temporarily disconnect the drive shaft on the engine side and the input shaft on the transmission side using the clutch. However, if the configuration is such that the driver manually performs both the switching operation between the auxiliary transmission and the main transmission, as well as the engagement and disengagement of the clutch during the switching operation of these transmissions, the operation becomes extremely difficult. It becomes complicated and the operability deteriorates. For this reason, conventionally, only the switching operation of the main transmission and the associated clutch engagement/disengagement were performed by the driver by directly operating the shift lever and clutch pedal, while the switching operation of the auxiliary transmission and the accompanying clutch engagement/disengagement were performed by the driver. The switch is configured to be automatically operated via each actuator operated by electrical control commands by switching the system select switch (power OR economy) located near the shift lever on the driver's seat side. (
For example, see Japanese Unexamined Patent Publication No. 56-73251). In other words,
The clutch can be selectively operated using two mutually independent operating systems: a normal main operating system that uses the clutch pedal's depression force, and a secondary operating system that uses the electrically controlled clutch actuator mentioned above. will be done.

(Problem to be Solved by the Invention) By the way, when the above-mentioned prior art configuration is adopted, when the actuator for switching the auxiliary transmission is operated (during operation) by the opening switching command, the actual If the driver depresses the clutch pedal for some reason and then disengages the clutch first, the depressing of the clutch is detected and the operation of the clutch actuator described above is inevitably stopped. will be adopted.

However, in such a configuration, even if the clutch is depressed as described above, h<-[
If you turn the clutch actuator OFF'F' even when the clutch is connected immediately before the operation is completed, it will cause a secondary problem. The clutch will be engaged during the transmission change, which may cause gear noise or, in some cases, a misshift of the sub-transmission itself.

(Means for Solving the Problems) The present invention has been made for the purpose of solving the above problems. A main transmission having a plurality of gears, a sub-transmission having at least 62 gears less than the gears of the main transmission, and the clutch being automatically engaged/disengaged by an electrical control command. A clutch actuator, an auxiliary transmission switching actuator that automatically switches the gear stage of the auxiliary transmission based on an electrical control command, and a clutch depression detection means, and the clutch depression detection means detects when the driver actually uses the clutch. In a sub-shift control device for a vehicle transmission, the sub-shift control device for a vehicle transmission is configured to stop operation of the clutch actuator when depression of the clutch actuator is detected,
A clutch actuator control means is provided for reactivating the clutch actuator when the driver releases the clutch during operation of the auxiliary transmission switching actuator.

(Function) According to the above means, even if the clutch is actually disengaged by the driver and the operation of the clutch actuator is temporarily stopped, the clutch is reactivated before switching of the sub-transmission is completed. In such a case, the clutch actuator is operated again to disengage the clutch.

(Embodiment) First, the configuration of a sub-shift control device for a vehicle transmission according to an embodiment of the present invention will be described in detail with reference to FIGS. 2 to 4.

FIG. 1 shows the entire control system of the above-mentioned sub-transmission control device, and in the same figure, first, the reference numeral 1 indicates the transmission of an automobile to be controlled. This transmission l has a large number of gears (for example, 3 to 5 gears).
The main transmission MT (details not shown) has a main transmission (details not shown) and a sub-transmission (details not shown) ST which has at least two gears. The main transmission MT is manually and directly switched by a shift lever 5 on the driver's seat side, but the sub-transmission ST is operated by a sub-transmission switching actuator 4, which will be described later, provided on the transmission side. By tilting the auxiliary transmission control lever 2, the transmission can be indirectly switched to a low range for low speeds (L), a high range for high speeds (l), and a neutral range (N).

The auxiliary transmission switching actuator 4 is constituted by, for example, an air pressure-responsive diaphragm 22, and the tip of an operating rod 23 connected to the operating membrane 22a of the diaphragm 22 is connected to the auxiliary transmission operating lever 2. Pivotally attached to the tilting end. In the neutral state where the first pressure chamber 4A and the second pressure chamber 4B are open to the atmosphere, the sub-transmission switching actuator 4 moves the sub-transmission operating lever 2 to the N position (a neutral position). On the other hand, when pressurized air is introduced into the first pressure chamber 4A side, the sub-transmission control lever 2 is set to H position (high range position).
In addition, when pressurized air is introduced into the second pressure chamber 4B side, the sub-transmission control lever 2 is moved to the L position (low range position).
It is now possible to set each. Furthermore, air (compressed air) is introduced into the first pressure chamber 4A and the second pressure chamber 4B of the sub-transmission switching actuator 4 through the first branch air passage 26A of the air passage 26 made of metal piping. An electrical control signal from the transmission controller 20 controls the first electromagnetic switching valve 31 having an atmosphere release port provided in the second branch air passage 26B and the second electromagnetic switching valve 32 having an atmosphere release port provided in the second branch air passage 26B. This is done by controlling opening and closing as appropriate. In the state shown in FIG. 1, the first pressure chamber 4A and the second pressure chamber 4B are both opened to the atmosphere via the first electromagnetic switching valve 31 and the second electromagnetic switching valve 32, respectively, and The transmission switching actuator 4 is shown in a neutral position.

In addition, when switching between the main transmission MT and the auxiliary transmission ST, the output member on the engine side and the transmission! A clutch (not shown) provided between the side input member (for example, the input shaft of the main transmission) is connected/disconnected.
This clutch engagement/disengagement operation is performed by selectively pushing or pulling the clutch release fork 3 provided on the transmission side using the main operation system X or the sub-operation system Y via the release cylinder 12 (described later). It will be done.

The release cylinder 12 has a piston 12a as shown in the figure.
It consists of a hydraulic cylinder equipped with an oil chamber 12.
c is connected via a first oil passage 51 to a mask cylinder 13 for a clutch actuator, which will be described later. Further, the tip of the actuating element 12b attached to the piston 12a is brought into abutting engagement with the clutch release fork 3, and the operation of the piston 12a causes the actuating element +2 to
The clutch release fork 3 can be appropriately tilted in the engagement/disengagement direction via the lever b. Note that this clutch release fork 3 is equipped with a predetermined biasing means (not shown).
is always tilted and biased in the clutch connection direction.

The clutch actuator mask cylinder 13 is
A first piston 54 and a second piston 55 are fitted in the cylinder tube 53 one after another and coaxially so that they can come into contact with each other, and the first piston 54
A first oil chamber 56 is formed between the first piston 54 and the end surface 53a of the cylinder tube 53, and a second oil chamber 57 is formed between the first piston 54 and the second piston 55. There is. Of these two oil chambers 56 and 57, the first oil chamber 56 is connected to the oil chamber 12c of the release cylinder 12 via the first oil passage 51, and the second oil chamber 57 is connected to the second oil chamber 57. The oil chambers 11a of the clutch pedal mask cylinder 11 which is interlocked with the clutch pedal 7 are communicated via oil passages 52, respectively.

Further, a clutch actuator 8, which will be described later, is attached to the end of the clutch actuator mask cylinder 13 on the second piston 55 side. This clutch actuator 8 is composed of an air pressure-responsive diaphragm 9, similar to the auxiliary transmission switching actuator 4, and the diaphragm 9 is equipped with an actuator 8a.
is installed. This clutch actuator 8
is assembled to the clutch actuator mask cylinder 13 side with the tip of its actuator 8a connected to the outer end surface of the second piston 55 of the clutch actuator mask cylinder 13, and is connected to the pressure chamber 8A. By introducing and injecting pressurized air, the actuator 8a is configured to slide the second piston 55 of the clutch actuator mask cylinder 13 in the axial direction.

For example, when the clutch pedal 7 is depressed,
High-pressure hydraulic oil is introduced from the clutch pedal mask cylinder ll through the second oil passage 52 into the second oil chamber 57 of the clutch actuator mask cylinder 13, and the first piston 54 or the first It is displaced to the oil chamber 56 side, and the hydraulic oil in the first oil chamber 56 is introduced into the oil chamber 12c of the release cylinder I2 via the first oil passage 51. Therefore, the actuator 12b protrudes together with the piston 12a,
The clutch release fork 3 is tilted and displaced in the clutch disengaging direction to perform a clutch disengaging operation.

On the other hand, as will be described later, in connection with the operation of the auxiliary transmission switching actuator 4, air is introduced into the pressure chamber 8A of the clutch actuator 8, and the actuator 8a protrudes integrally with the diaphragm 9. When the actuator 8a is displaced, the second piston 55 and the first piston 54 of the clutch actuator mask cylinder I3 are brought into contact with each other and integrated, and the first piston 54 is moved in the axial direction.
is displaced toward the oil chamber 56 side, and the clutch release fork 3 is tilted via the release cylinder 12 in the same manner as in the case of the main operating system X, thereby performing a clutch disengagement operation.

Incidentally, in FIG. 1, reference numeral 16 is a reserve tank for charging the working well.

On the other hand, the operation of the clutch actuator 8 is controlled by two branch air passages 25A of the air passage 25.

This is done by appropriately switching three switching valves 33, 34, and 35 provided in 25B. That is, the first branch air passage 25A is equipped with a third electromagnetic switching valve 33 having an atmosphere release port, and the second branch air passage 25B is equipped with a fourth electromagnetic switching valve 34 having a passage opening/closing function and an atmosphere release port. Two electromagnetic switching valves are provided, a fifth electromagnetic switching valve 35 having a boat. The control mode for each of the switching valves 35 is such that, when the clutch is disconnected, it is necessary to perform the disconnection operation as quickly as possible, so all three switching valves 33, 34, 35 are set to the open position, and the first branch Air passage 25A and the second
Pressurized air is introduced into the pressure chamber 8A side of the clutch actuator 8 from both branch air passages 25B, and the actuator 8a of the clutch actuator 8 is quickly moved in the direction of arrow n.

On the other hand, when operating the clutch, the operating speed is set to 2.
It can be set in stages. That is, when the engine speed (i.e., vehicle speed) is high (in this embodiment, this is detected by whether or not the accelerator pedal 6 is depressed, which changes the engine speed as described later). , it is necessary to quickly connect the clutch accordingly, and in this case, the third electromagnetic switching valve 33 and the fifth
At the same time, the fourth electromagnetic switching valve 34 is set to the open position, and the air in the pressure chamber 8A of the clutch actuator 8 is transferred to the first branch air passage 25A. Second branch air passage 25B
It is quickly discharged from both in a short period of time. On the contrary,
When the engine speed (vehicle speed) is low, it is necessary to connect the clutch relatively slowly to relieve the connection shock. Therefore, in this case, the fourth electromagnetic switching valve 34 is set to the closed position. Then, the air in the pressure chamber 8A of the clutch actuator 8 is transferred to the first branch air passage 25.
The liquid is discharged relatively slowly only from the A side.

These three electromagnetic switching valves 33°, 34. on the Y side of the sub-operation system.
Similarly to the case of the two electromagnetic switching valves 31 and 32 provided on the auxiliary transmission switching actuator 4 side, the operation of 35 is entirely controlled based on the control signal from the transmission controller 20, and They are controlled in relation to each other. That is, when the auxiliary transmission switching actuator 4 is activated (i.e., during the auxiliary transmission switching operation), the first electromagnetic switching valve 31 and the second electromagnetic switching valve 32 on the auxiliary transmission switching actuator 4 side operate. ), the three electromagnetic switching valves 33, 34, and 35 on the Y side of the sub-operation system are operated in an appropriate manner in conjunction with each other to engage and disengage the clutch via the clutch actuator 8. There is.

In FIG. 1, reference numeral 41 is an opening select switch that is provided at the hand of the shift lever 5 and is used to set the gear change range of the sub-transmission.
It is formed by developing three setting ranges: (high range), N (neutral position where no range selection is performed), and low range (low range adapted to low speed driving). Further, reference numeral 42 denotes an accelerator switch attached to the accelerator pedal 6;
3 is a clutch switch attached to the clutch pedal 7 (
This corresponds to the clutch depression detection means in the claims), and detects the clutch engagement/disengagement state by the main operation system X. Furthermore, reference numeral 44 detects the actual shift range of the sub-transmission ST, and detects three ranges, H, N, and L, depending on the tilted position of the sub-transmission operating lever 2.

Further, reference numeral 45 is an l-speed switch that detects that the main transmission MT is set to the first speed position, and reference numeral 46 is an oil temperature switch that detects the temperature of lubricating oil in the transmission engine l.

Further, reference numeral 47 is a clutch detect switch provided in the clutch actuator mask cylinder 13, and this clutch detect switch 47 directly detects the movement of the first piston 54 of the clutch actuator mask cylinder I3, thereby detecting the movement of the sub-operation system. Detects the presence or absence of clutch switching operation by Y. Also, code 48
．． Reference numerals 49 are pressure switches provided in each air tank 17, and starting and stopping of the motor 19 that drives the air pump 18 is controlled based on the air pressure detected by the pressure switches 48 and 49.

The detection signals of each of these switches 41 to 49 are manually inputted to the above-mentioned transmission controller 20 as control signals for the vehicle drive system. The detection signals from the clutch detect switch 44 and the clutch detect switch 47 are used as control signals for the clutch actuator 8, as described later, and the detection signals from the accelerator switch 42 are used as a determination signal for the connection speed when the clutch is connected, as described above. .

Incidentally, the operation of the clutch actuator 8 is necessary when operating the sub-transmission ST as described above, and when the clutch disengagement operation by the driver of the main operating system X has not been performed properly. This state can be detected by the switches 41, 43; 44, 47 in six combinations a to r shown in FIG.

That is, first, in the first aspect a, the sub-envoy select switch 4■
is set to (■7) range (i.e., the driver is in (■7) range).
Even though the sub-fluid detect switch 44 is indicating the (H) range (that is, the sub-transmission is currently set to the (H) range)
, and the clutch switch 43 is outputting an OFF' signal (indicating that the clutch is connected when the foot is removed from the clutch pedal), so in this case, the main operating system X is not being operated. First, it shows a state in which it is necessary to disengage the clutch with the sub-operation system Y and shift the sub-transmission from the (T) range to the (L) range.

In addition, the second aspect is that even though the driver requests the (L) range, the auxiliary transmission is currently set to the (N) range, and the clutch is connected. Therefore, in this case, it is necessary to disengage the clutch using the auxiliary operation system Y to shift the auxiliary transmission from the (N) range to the (L) range.

Further, in the third mode C, the sub-transmission is set to the range (L) requested by the driver, but the clutch detect switch 47 is in the OFF state (that is, the clutch is disconnected by the sub-operation system Y). (i.e., immediately after the shift of the auxiliary transmission from the (N) range or (t) range to the (L) range is completed,
(The clutch is still disengaged.)

Therefore, this case shows a state in which it is necessary to operate the clutch actuator 8 to the clutch connection side to connect the clutch.

Note that the fourth mode d to the sixth mode f are modes when the driver issues a request for the (H) range, and these states are the same as the first to third modes a to C above. Since it is basically the same as , its explanation will be omitted.

By the way, in the above case, the transmission controller 20
When an opening switching command is issued from the auxiliary transmission ST and the switching on the auxiliary transmission ST side is not completed yet, the clutch is maintained in the disengaged state by the clutch actuator 8 of the auxiliary operation system Y as described above. However, if the clutch is actually disengaged by the driver even during the above-mentioned switching, there is no need to actuate the clutch actuator 8. In this case, the transmission controller 20 controls the output of the clutch switch 43. Based on this, it is determined whether the driver has disengaged the clutch and the operation of the clutch actuator 8 is stopped. On the other hand, even if the operation of the ludge actuator 8 is temporarily stopped in this way, if the clutch is returned again before the switching of the sub-transmission ST is completed (
clutch connection), connect it to the clutch switch 43 above.
The clutch actuator 8 is immediately detected and the clutch actuator 8 is immediately reactivated, and the clutch is disengaged under the original control of the sub-operation system Y.

Next, the operation control of the sub-transmission ST by the sub-operation system Y will be explained with reference to the flowchart shown in FIG. In the flowchart of FIG. 3, the left half of the flow (step SL - step 5I4) is the fourth shift of the above-mentioned auxiliary transmission from the (■,) range to the (H) range among the shift modes shown in FIG. This is the flow in the aspect d to the sixth aspect, and the flow in the right half (step St, step S
Steps 14 to 525) are the flows in the first mode a to third mode C for shifting the sub-transmission from the (T) range to the (L) range, and are common control operations. Therefore, only the left half of the flow described above will be representatively explained here, and the explanation of the right half of the flow will be omitted.

First, it is determined which shift range the driver requests at the time of control start (step Sl). In the case of the fourth aspect d to the sixth aspect f, the secondary user select switch 4I is set to the (■]) range as described above in all cases, and the driver requests the (H) range. (See Figure 4).

Next, in step S2, it is determined in which range the sub-transmission is currently set, and whether or not a shift is necessary is determined. Since the auxiliary transmission has not yet been actually shifted to the (T) range and needs to be shifted (i.e., the state of the fourth aspect d), the shift side flow 1 from step 83 onwards is performed.
On the other hand, if the output of the opening detection switch is in a range other than the (L) range, that is, in the (H) range or the (N) range, the flow shifts to step S8.

If it is determined in step S2 that the auxiliary transmission remains in the (L) range, the shift operation from (L) to (■]) is not performed immediately, but the range state is changed as a preliminary step. First, it is confirmed whether the opening detection switch 44 shown above is operating normally. That is, in step S3, the opening detect switch 44 is set to (H).
Determine whether or not a signal indicating the range is being output, and if it is outputting a range signal, determine that the opening detect switch 44 is malfunctioning, and perform a predetermined warning operation. cancels all of the following control flows and completes the control.

On the other hand, if the opening detect switch 44 outputs the (L) range signal, it is determined that the sub-liquid detect switch 44 is operating normally, and the process moves to the following step. As mentioned above, the driver has requested the (H) range, but the auxiliary transmission is still in the (L) range.
) range and it is necessary to perform a shift operation immediately, so it is necessary to disengage the clutch.

However, as mentioned above, this clutch disengagement operation is performed either directly by the driver by operating the clutch pedal 7 of the main operation system X, or indirectly by the sub-operation system Y. In addition, there are cases where the driver directly disconnects the sub-operation system Y even in the middle of operation, so first, in step S4, the clutch switch of the main operation system The pedal depression state is determined based on the output of the pedal 43.

As a result of the determination in step S4, the clutch pedal 7
If the clutch is closed (clutch switch ON), that is, if the driver depresses the clutch and the main operating system It is also determined whether the clutch is actually disengaged (continuation of disengagement) (step S7). If the clutch is disengaged as it is, it means that the shift is possible, so the above-mentioned auxiliary transmission switching actuator 4 is immediately actuated. The sub-transmission (L) is activated without operating the clutch actuator 8 of the operation system Y.
) range to (H) range (step S
6). On the other hand, in the case of No (clutch switch 0FF) where the clutch pedal was once depressed but immediately released again and the clutch is now in the connected state,
- It is determined by the window side operation system Y that a clutch disengagement operation is necessary, and the determinations from steps 81 to S4 are repeated in the next cycle.

Then, in the determination of step S=1 in the next cycle, it is determined that the clutch pedal 7 is still released and the clutch is not depressed by the driver (in the case where it was depressed once but then returned to its original position). If (YES), the actual clutch is disconnected in step S5 assuming that the clutch actuator 8 of the sub-operation system Y is to be operated.
Make further judgment.

As a result of this determination, if the clutch is actually in the disengaged state, it is determined that the shift operation is possible as described above, and the auxiliary transmission switching actuator 4 is operated to shift the auxiliary transmission to the (L) range. Shift to the (H) range (described above). However, although the driver depressed the clutch in step S4 of the previous cycle, it was only temporary and was immediately returned to its original state, so that the clutch pedal is now released and the clutch actuator 8 is still not working the clutch. If it is determined that the clutch actuator 8 is not turned off, the clutch actuator 8 that was once turned off
quickly reactivate the clutch and disengage the clutch (step 51).
4) Perform a shift operation from the (L) range to the (I) range of the auxiliary transmission which is in the middle of the above switching (proceed to step S6 in the next cycle).

On the other hand, in step $2, the system detect switch output is (
If it is determined that it is not in the L) range, the opening detect switch output is in the (H) range, the shift operation has already been completed (i.e., the sixth mode r), and the opening detect switch output is in the (H) range. There are two cases that can be considered: a state in which the sub-transmission is in the (N) range and the sub-transmission has not yet been shifted to the (H) range (fifth aspect e).

First, in step S8, if it is determined that the output of the sub-liquid detect switch 44 is not in the ≦H) range, that is, if it is determined to be in the (N) range, it is immediately determined whether the clutch is disengaged. Step S5
), if the clutch is disengaged, immediately (L) - (H
) is performed (step S6), but if the clutch is not yet disengaged, the clutch actuator 8 is activated to disengage the clutch (step 514).
, After that, a (L)-(H) shift operation is performed (step S6).

On the other hand, if it is determined in step S8 that the output of the system detect switch 44 is in the (H) range,
Since the shift operation of the auxiliary transmission has already been completed, it is determined whether the clutch is still connected. That is, it is determined in step S9 whether the clutch pedal 7 is released, and if the clutch pedal 7 is released (that is, at least the main operating system X is in the clutch connected state), the sub operating system Y Since there is a possibility that the clutch is disengaged, it is determined in step SlO whether the clutch is actually still disengaged.

If the result of the judgment is that the clutch is still disengaged, the clutch will be engaged, but in that case, the clutch engagement speed should be selected according to the actual vehicle speed, as explained earlier. Therefore, first, in step Sll, it is determined whether or not the accelerator pedal 6 is released, and if the accelerator pedal 6 is released, that is, when driving at low speed, the fourth switching valve is switched on. 34 to the closed position and slowly connect the clutch (step 5I2). On the other hand, when the accelerator pedal 6 is not released, that is, when the vehicle is traveling at high speed, the fourth switching valve 34 is set to the open position and the clutch is quickly connected (step S l 3).

On the other hand, if it is determined in step SIO that the clutch is connected, it is determined that the shift operation of the auxiliary transmission from the (L) range to the (H) range has been completed, and the next shift operation is performed. Be prepared.

Further, if it is determined in step S9 that the clutch pedal is not released, since the clutch connection operation by the main operation system X is currently in progress, no special control is performed and the next shift is performed. Prepare for operation.

(Effects of the Invention) As described above, the present invention provides a main transmission having a plurality of gear stages connected in series on the output shaft of an engine via a clutch on its power transmission system, and the main transmission. an auxiliary transmission having at least two gears less than the gears of the machine; a clutch actuator that automatically engages and disengages the clutch according to an electrical control command; an auxiliary transmission switching actuator that automatically switches the gear position of the auxiliary transmission;
A sub-shift control device for a vehicle transmission, comprising a clutch depression detection means, and configured to stop operation of the clutch actuator when the clutch depression detection means detects actual clutch depression based on driving sound, The present invention is characterized in that a clutch actuator control means is provided for reactivating the clutch actuator when the driver releases the clutch during operation of the auxiliary transmission switching actuator.

That is, according to the present invention, even if the clutch is actually disengaged by the driver and the operation of the ludge actuator is temporarily stopped, the clutch is disengaged again before the switching of the sub-transmission is completed. In such a case, the clutch actuator is operated again to disengage the clutch.

Therefore, the clutch will not be left inadvertently connected during switching of the sub-transmission, and problems such as gear noise and misshifts of the sub-transmission can be reliably solved.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to claims of the present invention, FIG. 2 is a control system diagram of an auxiliary transmission control device for a vehicle transmission according to an embodiment of the present invention, and FIG. 3 is a diagram showing the same control shown in FIG. 2. FIG. 4, a flowchart showing the control operation of the device, is a diagram showing the combination of various control switches of the sub-operation system of the control device shown in FIG. 2. ■... Transmission 2... Sub-transmission operating lever 3... Clutch release fork 4... Sub-transmission switching actuator 5... Shift lever 6... ... Accelerator pedal 7 ... Clutch pedal 8 ... Clutch actuator 11 ... Clutch pedal mask cylinder 13 ... Clutch actuator master ring 31 to 35 ... No. 1 to 5 solenoid switching valves 4!・・・・・・
System select switch 42... Accelerator switch 43... Clutch switch

Claims (1)

[Claims] 1. A main transmission having a plurality of gears connected in series to the output shaft of the engine via a clutch on its power transmission system, and at least two gears less than the gears of the main transmission. an auxiliary transmission, a clutch actuator that automatically engages and disengages the clutch in accordance with an electrical control command, and an auxiliary transmission switching actuator that automatically switches the gear position of the auxiliary transmission in accordance with an electrical control command. and a clutch depression detection means, and is configured to stop the operation of the clutch actuator when the clutch depression detection means detects that the driver has actually depressed the clutch. A vehicle transmission characterized in that a clutch actuator control means is provided for reactivating the clutch actuator when the clutch is released by the driver during operation of the auxiliary transmission switching actuator. Sub-shift control device.