KR0156777B1 - Operation auxiliary device - Google Patents

Abstract

The operation assisting device of the continuously variable transmission for driving is an operation target 30 that is operable in the forward and reverse directions, and an object to be operated that is linked through a mechanical linkage mechanism to move integrally with the operation tool 30 and is operable in the forward and reverse directions. And drive operation means 33 for assisting the operation of the object to be operated, operation state detection means for detecting an operation state and operation direction in which the operation tool 30 is operated, and detection of the operation state detection means. On the basis of the information, control means 45 for controlling the operation of the drive operation means 33 and operation load detection means for detecting an operation load for the operation tool 30 are provided. The control means 45 drives the operation speed corresponding to the operation load detected by the operation load detection means while the operation state of the operation tool 30 is detected by the operation state detection means. And a new operating speed corresponding to the new self-load is reset with respect to the drive manipulating means 33 only when a new operating load exceeding the detected operating load is detected. .

Description

Operation aid for continuously variable transmission

1 is an electric system diagram of a combine common to the first and second embodiments.

2 is a sectional view of a continuously variable transmission vehicle common to the first, second and third chambers.

3 is a side view showing a shift operation configuration common to the first and third embodiments.

4 is a cam shift control mechanism display diagram common to each embodiment.

5 is a lever guide display diagram common to each embodiment.

6 is a cross-sectional view of a detection switch in the first embodiment.

Fig. 7 is a control block diagram in the first embodiment.

8 is a flowchart of control operation in the first embodiment.

9 is a flowchart of a control operation in a modification of the first embodiment.

10 is a side view of a shift operation configuration display in the second embodiment.

11 is a detailed sectional view of the operation state detection means in the second embodiment.

12 is a sectional view of a detection switch in the second embodiment.

Fig. 13 is a control block diagram in the second embodiment.

14 and 15 are flowcharts of control operation in the second embodiment.

Fig. 16 is a diagram of the electric system of the combine in the third embodiment.

Fig. 17 is a control block diagram in the third embodiment.

18 is a diagram showing vehicle speed change characteristics.

19 is a flowchart of control operation in the third embodiment.

20 is a flowchart of a control operation in a modification of the third embodiment.

* Explanation of symbols for main parts of the drawings

1: engine 2: belt tension clutch

3: forward and backward switching mechanism 4: driving mission

5: traveling device

[Industrial use]

The present invention relates to an apparatus for operating and assisting an object to be operated, such as a continuously variable transmission for driving. And more specifically, an operating tool capable of man-operating in the forward / reverse direction and an operating part operable in the forward / reverse direction in the continuously-variable transmission device for vehicle driving are linked through a mechanical linkage mechanism, and operate the operation part as a component. Drive operation means for controlling the operation of the drive operation means on the basis of a detection result of whether or not the shift operation tool is in an operation state, and an operation state detection means for detecting the operation direction thereof, and at least the detection result of the operation state detection means. A traveling transmission apparatus including shift control means.

[Prior art]

Conventional Patent Application No. 6-265017 discloses the above-described operation assistance apparatus when applied to a shift operation system for a belt type continuously variable transmission as an example of an object to be operated.

In the operation assistance apparatus disclosed in the above publication, an operation lever is pivotably mounted to a sector gear (a linkage member of a fan type) for operating the continuously variable transmission, and the operation lever is neutral to the sector gear by a biasing means. Added to the location. Therefore, when operating the operating lever, the operating lever acquires a swinging position at a large relative angle with respect to the sector gear, so as to displace the operating lever more favorably with respect to the sector gear. A pair of torque sensors are provided between the operating lever and the sector gear to detect the artificial operating force in each of the forward and reverse directions applied to the operating tool, and the electric motor for operating the transmission according to the magnitude of the operating force detected by the torque sensor ( To increase the operating speed of the actuator. In other words, by changing the control of the operating speed of the electric motor to obtain a shift operation speed suitable for the human sense of operation, it is to improve the operability compared to the case where the operating speed is constantly operated.

However, as a torque sensor for detecting an artificial manipulation force for the manipulation tool, a distortion gauge for detecting a distortion amount of the manipulation tool is generally used. The distortion gauge is a complicated and expensive sensor, and the sensor is operated. Since there is a need for the forward and reverse operating directions of the spheres, there are disadvantages that increase the cost of the shift control device.

In the conventional configuration, the following defects may occur due to the configuration in which the operating speed of the drive operation means is sequentially controlled based on the detection information of the torque sensor.

That is, for example, when the operation tool is started to operate with a strong operation force by trying to shift quickly, the drive operation means is started at high speed with this. Then, the operation target (stepless speed change device) is operated at high speed in the direction in which the operating tool is operated by the driving operation means. The detection value of the torque sensor may drop temporarily to a low value. Then, as a result, the operating speed of the drive operating means becomes low. Therefore, it is necessary to operate the operating tool again with a strong operating force, and the drive operating means is operated at high speed according to this operation, that is, the above-described series of operations This is repeated over and over.

In the above-described conventional configuration, the high speed operation state and the low speed operation state are alternately executed by the inadvertent action as described above, and as a result, there is a fear that the operation is not smooth and smooth.

Therefore, in the above-mentioned conventional configuration, in order to smoothly operate the drive operation chatter smoothly and to avoid the operation with such a gritty feeling caused by the characteristic of the torque sensor, the drive is performed when the operator operates the operation tool. It was necessary to observe the operation status of the operation means, and to require cumbersome attention and operation such as changing the artificial operation force on the operation tool in accordance with the observation result of the operation state of the drive operation means. This attention and operation have finally become a factor which degrades operability.

In the conventional configuration, the operation lever is biased to the sector gear and is attached to a neutral position, and the operation lever has a large relative angle with respect to the sector gear so as to displace the operation lever more favorably with respect to the sector gear. You get a rocking posture. Thus, for example, when the operating lever is moved relatively to the sector gear with great speed and greatly increased to the speed increasing side, and the operating lever is held in the posture, at the operating speed based on the relative displacement amount of the operating lever. The assist motor rotates to rotate the sector gear, and the sector gear rotates until the operating lever position returns to the neutral position of the sector gear. The vehicle speed may exceed the intention of the vehicle, and there is room for improvement in the sense of smooth operation of the vehicle.

In addition, as a body traveling continuously variable transmission, a belt type continuously variable transmission, for example, a split pulley capable of changing the distance between each other in the direction of the rotation axis, and an electric belt wound thereon are changed, and the pulley interval is changed to a driving operation means. In the case of using the type of shifting by changing the diameter of the belt wound, the output of the continuously variable transmission, that is, the change characteristic of the vehicle speed with respect to the unit operation amount by the driving operation means, is less change on the low speed side, Increasing nonlinearity is shown.

Therefore, in the case of using the belt continuously variable transmission as described above, the operator needs to operate the shift control tool with a large operating force in order to shift quickly because the actual speed change amount to the unit operation amount of the shift control tool is small at low speeds. have. On the other hand, at high speeds, the actual vehicle speed change with respect to the unit operation amount is large, so that when the shift control tool is operated with a large operating force in the same sense as low speed driving, the driving state tends to be excessively high speed against the intention of the operator.

That is, the belt-type continuously variable transmission device has a disadvantage in that defects such as excessive driving speed are excessively high against the operator's intention are particularly remarkable.

[Summary of invention]

Accordingly, an object of the present invention is to provide a relatively low cost operation assistance device for a continuously variable transmission for driving that can be operated smoothly by an operating speed suitable for an operation sense of an operating tool without degrading operability. It is at that point.

In order to achieve the above object, a feature configuration of the present invention is an operating object operable in a forward and reverse direction, an object to be operated and an object to be operated that are linked through a mechanical linkage mechanism so as to move integrally with the operation tool, and are operable in the forward and reverse direction. Drive operation means for assisting the operation of the vehicle, operation state detection means for detecting the operation state in which the operation tool is operated, and the operation direction thereof, and operation of the drive operation means based on detection information of the operation state detection means. An operation assistance apparatus for a continuously variable transmission for traveling comprising a control means for controlling and an operation load detection means for detecting an operation load for the operation tool, wherein the control means is configured to be operated by the operation state detection means. While the operation state is detected, the operation speed according to the operation load detected by the operation load detection means is determined. And a new operating speed according to the new operating load is reset to the drive operating means only when a new operating load exceeding the detected operating load is detected at that time. have.

In the operation assistance apparatus of the continuously variable transmission apparatus according to the present invention configured as described above, first, when the operation tool is operated by man-made operation, it is detected that the operation state is detected by the operation state detecting means, and the operation based on the artificial operation. The load is detected by the operation load detecting means. While the operation state is detected, the operation speed of the drive operation means is set so that the operation speed is higher as the operation load detected therebetween becomes larger, and the operation speed is maintained.

Therefore, when the operating tool starts to operate with a large operating force, the detected value of the operating load becomes a large value at that time, and the operating speed is set at a high speed according to the value, and when the operating tool is operated with a small operating force, the small value of the operating load is detected. The operating speed of the drive operation means is set to low speed, and the speed of the operation target is operated at low speed while the speed is maintained while detecting that the operation state is detected.

That is, when the operation tool is operated with a large operating force, the target to be operated is operated at a high speed, and when the operating tool is operated with a small operating force, the target is operated at a low speed, so that the target is operated at an operation speed suitable for the operator's sense of operation. Further, only when a new operating load exceeding the detected operating load is detected, a larger operating speed corresponding to the new operating load is set for the drive operation means whenever the operating load is changed in such a manner. Then, the detected value of the operating load not exceeding the detected operating load is ignored, and the operating speed corresponding to the maximum value within the detected operating load is maintained without affecting the operating speed of the target to be operated. it's difficult.

In addition, in the embodiment of the present invention, the operation lever swings only over the micro range necessary for turning on and off the switch for detecting the operation state of the operation lever at most with respect to the interlocking member for operating the continuously variable transmission. It is composed. Therefore, even if the operating lever is operated on the increasing speed with great force, the load on the operating lever increases, but the operating lever cannot be moved relatively to the interlocking member (ie, sector gear) for operating the continuously variable transmission. When the operating lever is held in the same posture, the interlocking member is only slightly displaced by the assist motor, and the operating lever simply returns to the neutral position in the interlocking member. Therefore, if the conventional operation lever is displaced more favorably with respect to the interlocking member, the operation lever is different from the configuration in which the operating lever can be oscillated at a large relative angle with respect to the interlocking member, and the vehicle speed exceeds the intention of the operator. It is hard to become and can see smoother operation.

In the exemplary embodiment of the present invention, the control means is configured to stop the operation of the driving operation means and keep the vehicle speed constant when the operation state is not detected by the operation state detection means. Therefore, since the operation of the driving operation means is stopped by releasing the manipulating operation to the operation tool, the organization is superior to the case where a special operation stop command means or the like is provided, and the structure can be finished with a simple configuration.

Moreover, in the Example of this invention, the said shift operation part is operated to the speed increasing side by the predetermined direction operation of the said operation tool, The said shift operation part is operated to the speed increasing side by operation of the opposite direction of the said operation tool, It is comprised so that the said speed change operation part may operate by deceleration response by operation.

Therefore, the increase / deceleration operation of the continuously variable transmission based on the artificial operation of the operation tool can be performed smoothly and with good operability.

Further, in the embodiment of the present invention, the operation state detecting means is constituted by a switch for detecting the chewing state by detecting the displacement of the operation lever based on the artificial operation.

Therefore, when the operation lever is displaced based on man-made operation, it is detected that the switch operates to operate the coordinator, and the operation state of the chewing lever can be reliably detected by the detection operation of the switch. Post-processing of information becomes easy.

In addition, in one embodiment of the present invention, an abutting portion provided so as to move integrally with the operation tool so that the operation state detection means also serves as an operation load detection means, and is arranged to move integrally with the operation target. It is comprised between the receiving part and the several pressure reduction switch for detecting the operation load with respect to the said operation tool in multiple steps. The control means is configured to control in two stages so that the operation speed of the drive operation means becomes higher as the operation load detected by the operation state detection means increases. Therefore, the overall structure is simpler and more expensive than the case of attaching the distortion sensor for detecting the operation load through the deformation of the operation lever as the operation load detection means to the operation lever. Because it does not need to use, it contributes to reducing the manufacturing cost of the operation assistant.

Further, in another embodiment of the present invention, the operation state detecting means may be configured such that the operating state detected by the operation load detecting means, which is a distortion amount sensor attached to a portion of the shift lever, exceeds the set lower limit value. It is configured to detect.

Therefore, when the operating load applied to the operating tool exceeds the lower limit value based on the artificial operation, it is detected that the operating tool is being operated. Therefore, by effectively using the detection information of the operating load detecting means, Dedicated operation state detection means becomes unnecessary, and the configuration can be simplified.

Further, in another embodiment of the present invention, vehicle speed detecting means for detecting a vehicle body traveling speed is provided, and the shift control means is based on detection information of the operation load detecting means and detection information of the vehicle speed detecting means. It is configured to change and set the operation speed of the drive operation means. Therefore, the operation load to the shift control tool, that is, the operation force based on the artificial operation is detected by the operation load detection means, and the vehicle body traveling speed is detected by the vehicle speed detection means, and the detection information of the operation load detection means (operation load). And on the basis of the detection information (detection vehicle speed) of the vehicle speed detection means, the operation speed of the drive operation means, that is, the speed change operation speed of the operated portion in the continuously variable transmission can be changed and set. For example, if the detection vehicle speed is on the high speed side, the shift operation speed can be set low even if the operation load is large. Alternatively, when the work is carried out while driving the vehicle at an intermediate speed, it may be noted that the shift operation speed is lowered regardless of the operating load when the detection vehicle speed is in the intermediate speed range for work. Alternatively, in the case where the work is carried out only in the low speed area and the high altitude area, the shift operation speed is changed to low speed regardless of the operation load in these working speed areas, and the shift operation is performed regardless of the operation load in the intermediate speed area, which is not for work. It is sometimes convenient to change the speed to a lower speed, and to increase the rice speed operation speed as the operation load is larger in the intermediate speed range, which is not for work. Such a setting change is also possible. In this way, the shift operation speed can be changed and set according to various situations. As a result, the operating speed of the driving operation means is set and changed based on the detection vehicle speed as well as the operation load on the shift control tool, so that the shift operation suitable for the operator's sense of operation can be performed and the appropriate shift operation corresponding to the vehicle driving situation can be performed. It became possible to make

In the embodiment of the present invention, the drive operation means is constituted by an electric motor. That is, the driven part of the traveling multispeed transmission device is driven by the electric motor, and the operating speed (rotational speed) of the electric motor is changed and set based on the operation load or the detected vehicle speed. Therefore, since the rotational speed of the electric motor is changed, the control can be performed relatively easily as compared with the operation speed control of other drive means such as a hydraulic actuator, and there is an advantage that the operation speed control can be executed with high precision.

EXAMPLE

Embodiments will be described below with reference to the drawings.

Example 1

In FIG. 1, the body drive driving electric mechanism in the combine is shown, and the engine 1 power mounted on the body is transmitted to the continuously variable transmission device 10 for driving through the belt tension clutch 2, and travels. The transmission output of the continuously variable transmission 10 for transmission is transmitted to the two left and right crawler traveling devices 5 and 5 through a traveling mission 4 equipped with a front and rear switching mechanism 3 and a steering clutch (not shown). Consists of. The shift output of the continuously variable transmission 10 is also transmitted to the harvesting section.

The continuously variable transmission device for driving 10 includes an electric belt over a pair of belt pulleys 18 and 19 inside the transmission case 11 connected to the casing of the driving mission 4 as shown in FIG. (12) is wound, and it is comprised by the belt type continuously variable transmission which shifts by changing the diameter which the electric belt 12 with respect to each belt pulley 18 and 19 changes.

That is, an input shaft 13 which is integrally rotatable with the output side belt pulley 2a of the belt tension clutch 2 is attached to one end of the transmission case 11 so as to be rotatable through the ball bearing 15, and the transmission case 11 On the other end side, the output shaft 16 which has the transmission part 16a with respect to the mission 14 is rotatably attached through the ball bearing 17. As shown in FIG.

Then, the transmission belt 12 is hung over the input belt pulley 18 attached to the input shaft 13 and the output belt pulley 19 attached to the output side 16.

The input side belt pulley 18 is integrally rotatable with the input shaft 13 but is engaged with the input shaft 13 by engaging with the high and low side pulley portion 18a and the ball 13a which do not slide in the axial direction of the input shaft 13. It is comprised by the split pulley which becomes the movable side split pulley part 18b which is integrally rotatable and the action of the long groove shape of the ball assembly groove 18c is slid (slidable) in the axial direction of the input shaft 13.

The output side belt pulley 19 rotates relative to the output side 16 and is integrally rotated with the first split pulley portion 19b and the output side 16 which are slidable in the axial direction of the output side 16, but the output side 16 It consists of the split pulley which becomes the 2nd divided pulley part 19a which does not slide in the axial direction of ().

The first split pulley portion 19b is placed between the first split pulley portion 19b of the output side belt pulley 19 and the spring receiving member 22 attached to the output side 16. The coil spring 21 which slides toward the side is provided.

In addition, a belt tensioning cam mechanism 50 is provided which holds the transmission belt 12 in a tension state for transmission by using the relative rotation of the first divided pulley portion 19b and the output side 16.

Therefore, the belt tensioning cam mechanism 50 is provided to hold the transmission belt 12 in a tension state for transmission using the relative rotation of the first divided pulley portion 19b and the output side 16.

Accordingly, the continuously variable transmission pulley portion 18b of the input side belt pulley 18 is slidably operated along the axis with respect to the input shaft 13, and the input side belt is moved to or near the fixed shaft split pulley portion 18a. It is possible to change the diameter across the belt of the pulley 18, and the output side belt pulley 19 due to the tension of the electric belt 12 and the force of the coil spring 21 according to the change of the diameter across the pulley 18. The diameter of the belt splitting of the output side belt pulley 19 also changes while the second split pulley portion 19a of the first divided pulley portion 19b is approached or separated. By these actions, the transmission ratio between the input belt pulley 18 and the output belt pulley 19 can be changed steplessly. Therefore, the rotational force from the belt tension clutch 2 is shifted steplessly. Can be sent to the mission 4.

The ring-shaped cam follower support member 24 is wound around the boss portion of the movable side split pulley portion 18b on the input side so as to be relatively rotatable through the ball bearing 23. Since the stopper ring 25 is attached between the cam follower support member 24 and the ball bearing 23, the cam pulloa support member corresponds to the sliding of the movable side split pulley portion 18b with respect to the input side 13. 24 is movable together with the movable side split pulley portion 18b. As shown in FIG. 2 and FIG. 4, the cam follower 27 has a roller type cam follower 27 through a support shaft 26 mounted on its circumferential surface. It is rotatably attached around. The catch roller 28 is attached to the end of the support shaft 26, and the catch roller 28 is in contact with the guide groove 11a formed on the inner surface of the shifting case 11. Although it can move along the axial direction of the input shaft 13, it does not co-rotate with the movable side division pulley part 18b.

As shown in FIG. 2, the pole bearing 15 supporting the one end side of the input shaft 13 is supported by a normal pivoting operation portion 14 rotatably wound in the bearing hole of the transmission case.

In addition, as shown in FIG. 4, the first to third operation cam portions 14a, 14b, and 14c, which are able to contact the first roller 27, are formed in the large diameter portion provided at one end of the rotation operation portion 14. By rotating the rotation operation unit 14 around the axis X of the input shaft 13, the continuously variable transmission device 10 for traveling is shifted. The 2nd operation cam part 14b and the 3rd operation cam part 14c are arrange | positioned adjacent to both sides of the 1st operation cam part 14a.

For example, when the pivoting operation part 14 is rotated to the neutral position, that is, the first operation cam part 14a corresponds to the cam follower 28, the movable side split pulley part 18b is fixed on the basis of the belt tension. It is extruded to the position farthest from the split pulley portion 18a, and slip occurs between the transmission belt 12 and the input side belt pulley 18, and the motor is turned off.

Next, when the pivoting operation part 14 is rotated to the electric position, that is, one of the 2nd operation cam part 14b or the 3rd operation cam part 14c corresponds with the cam follower 27, the 2nd operation cam part 14b is carried out. ) And the inclined surface of the third operation cam portion 14c pressurize the cam follower 27 to pressurize the movable side pulley portion 18b toward the fixed side split pulley portion 18a, and the electric belt 12 Recovers tension and becomes electric on state. The second operation cam unit 14b is used as a shift operation during vehicle display, and the third operation cam unit 14c is used as a shift operation during vehicle reverse.

While the second operation cam portion 14b corresponds to the camfolia 27, a driving force having a forward rotational direction is input to the traveling continuously variable transmission 10, and the rotation operation portion 14 is set in such a situation. When the rotation operation is performed in the rotation direction (A), the second operation cam portion 14b pushes the cam follower 27 back toward the fixed side split pulley 18a, and the movable side pulley portion 18b is fixed again. Since the split pulley part 18a is in contact with the body, the shifting operation is performed in the forward human body and the speed increasing side. On the other hand, when the operation unit 14 is rotated in the reverse rotation direction B, the movable side pulley part 18b becomes the fixed side split pulley part. Since it falls from (18a), it shifts to the deceleration side.

In addition, while corresponding to the third operation cam portion 14c and the cam follower 27, the driving force having the reverse rotational direction is input to the traveling continuously variable transmission 10, and in this situation, the operation portion 14 Is rotated in the reverse rotation direction (B), since the third operation cam portion 14c has an inclined surface opposite to the second operation cam portion 14b, and the second operation cam portion 14b fixes the cam follower 27 again. Since the side pulley portion 18a is approached, the drive unit shifts to the speed increasing side while being in the reverse state. Meanwhile, when the operation unit 14 is rotated in the forward rotation direction A, the movable side pulley portion 18b is fixed to the side pulley portion. Since it falls from (18a), it shifts to the deceleration side.

As the pivoting operation part 14 is rotated, the Kempoloa 27 is gradually advanced in the forward state in contact with the second operation chem part 14b, and eventually reaches a backward state in which it is brought into contact with the third operation cam part 14c. Considering the case, the camp follower 27 always passes through the first operation cam portion 14a. At this time, as described above, the continuously variable transmission device 10 is at least temporarily driven off. .

Here, the shift operation structure of the continuously variable transmission apparatus 10 for traveling will be described.

As shown in FIG. 2 and FIG. 3, a shift lever 30 serving as an operation tool of the continuously variable transmission apparatus 10 for traveling is provided so as to be able to swing back and forth. Based on the manipulating operation of the shift lever 30, the continuously variable transmission 10 is configured to shift, and at the same time, the manipulating the continuously variable transmission 10 only by the manipulating operation requires a great effort, thus serving as an example of the driving operation means. The direct-driven direct-current electric motor 33 is configured to assist the rotation operation of the rotation operation unit 14, in other words, the shift operation.

The shift lever 30 is formed by a proximal lever portion 30a and a proximal lever portion 30b. The proximal lever portion 30a is attached via the boss portion 31a of the interlocking member 31, which is externally supported on the cylindrical portion supporting the input shaft 13 of the shifting case 11, and the shaft center X. Can be rotated around.

Moreover, the front end side lever part 30b is rotatably connected with respect to the base end lever part 30a also around the axial center Y. As shown in FIG. That is, the shift lever 30 can be both a swing around the shaft center X of the input shaft 13 and a swing around the shaft center Y. Accordingly, the shift lever 30 has the above two shift guide grooves so as to form the forward shift guide groove 32a, the reverse shift guide groove 32c and the operation state switching step portion as shown in FIG. The rocking operation becomes possible according to each of the intermediate guide grooves 32b which 32a and 32c directly connect.

The interlocking member 31 is rotatably installed around the shaft center X of the input shaft 13 with respect to the shifting case 11, and is mechanically connected to the pivoting operation unit 14 so as to rotate integrally.

That is, the rotation operation unit 14 as the shift operation unit constitutes an operation object that can be operated in both forward and reverse directions by being linked through a mechanical linkage mechanism so as to move integrally with the shift lever 30.

An output pinion gear 33a of the electric motor 33, which is a driving magnetic means, is held in the fan gear (sector gear) 31b formed in the interlocking member 31. As shown in FIG. In addition, the electric motor 33 is fixed to the transmission case 11 via the bracket 48. Therefore, the electric motor 33 can move the rotation operation part 14 through the interlocking member 31. It is possible. In addition, as shown in FIG. 3, the interlocking member 31 is connected by the interlocking cable 6 and the operation part 3a of the forward / backward switching mechanism 3 incorporated in the traveling mission 4. That is, the shift lever 30 and the forward / backward switching mechanism 3 are mechanically connected through the interlocking cable 6, and the forward / backward switching mechanism is provided while the shift lever 30 is located in the guide groove 32a. (3) is maintained in the forward driving state, but when the shift lever 30 enters the guide groove 32c in the guide groove 32a through the intermediate guide groove 32b, the shift lever is switched to the reverse driving state. While the 30 is located in the guide groove 32c, the forward and backward switching mechanism 3 is maintained in the reverse travel state, but the shift lever 30 guides the guide groove 30c through the intermediate guide groove 30b. When entering into the groove 32a, it is comprised so that it may switch to a forward driving state.

The operation arm 30c is directed from the proximal end lever portion 30a to the radially outer side of the shaft center X, and the operating pin 30 extends in parallel with the axis Y at the swinging end of the operation arm 30c. 41) is installed. The operation pin 41 is inserted into the pin hole 31c of the interlocking member 31, and the pin hole 31c has a predetermined margin to allow the operation pin 41 to move within the micro range. It is set to an excited shape. That is, the shift lever 30 and the linkage attachment 31 allow relative rotation around the axis center X in an angular range corresponding to the minute range in which the operation pin 41 is movable with respect to the pin hole 31c. Consists of.

First and second operation detection switches SW1 and SW2 are attached to the pin hole 31c of the interlocking member 31. The first and second operation detection switches SW1 and SW2 are arranged so as to correspond in two rotatable directions of the operation pin 41, and are shifted by the first and second operation detection switches SW1 and SW2. The operation state detection means 40 which detects the operation direction and operation state of the lever 30 is comprised.

The first and second operation detection switches SW1 and SW2 have basically the same structure. Each of them is a pair of elastically deformable electrodes 43 and 44 arranged so as to be slightly spaced apart from each other by sandwiching the insulating spacers 42 as shown in FIG. 6 and the high elastic rubber G covering them. Consists of. When at least a predetermined pressure that can overcome the elasticity of the coated rubber G is applied from the outside, the electrodes 43 and 44 which are insulated from each other are brought into contact with each other in a very small stroke, and the conduction operation is turned on. It is configured to

Here, a method of detecting the operation state and the operation direction of the shift lever 30 will be described.

That is, when the shift lever 30 is oscillated in the forward-side guide groove 32a according to the arrow U in FIG. 5 and in the reverse-side guide groove 32c in accordance with the arrow D in FIG. In the rocking operation, the switch operating pin 41 operates the first operation detection switch SW1, while operating the shift lever 30 in accordance with the arrow D in the forward side guide groove 32a. In this case, and when operating in accordance with the arrow U in the reverse side guide groove 32c, the switch operation pin 41 operates the second operation detection switch SW2. That is, while either of the first and second operation detection switches SW1 and SW2 is in the non-operation state, it is determined that the shift lever 30 is in the unoperated state, and the first and second operation detection switches ( If either of the switches SW1 and SW2 is in the switching operation state, it is determined that the shift lever 30 is in the operating state, and at the same time, the operating switch is the one of the first and second operation detection switches SW1 and SW2. If the shift lever 30 detects in which direction the shaft center X is operating due to knowing the direction, in other words, the rotation manipulation unit 14 is rotated in the forward rotation direction A and the reverse rotation direction B. Detect which way to rotate.

As shown in FIG. 7, the detection information of each operation detection switch SW1, SW2 is given to the control apparatus 45 as a control means, and the control apparatus 45 is based on these detection information, and the electric motor 33 is carried out. It is configured to drive control. The control device 45 is provided with a microcomputer, and by applying a pulse signal to the motor drive circuit 46, the electric motor 33 is driven forward and reverse and at the same time changing the duty ratio of the pulse signal to be transmitted to the electric motor ( 33) is configured to change the drive speed.

When the shift lever 30 is positioned in the guide groove 32b, the pivoting operation part 14 becomes a neutral crisis, that is, the first operation cam part 14a becomes a posture corresponding to the Kempoloa 27. The traveling pulley continuously variable transmission 10 is in the electric power-off state by sliding in the direction spaced apart from the divided pulley 18a to which the divided poly portions 18b face each other. Next, when the shift lever 30 is rocked in the moving direction U along the forward-side guide groove 32a, the first operation detection switch SW1 is turned on and based on the information from the switch SW1. Since the shifting motor 33 rotates the rotational operation portion 14 in the forward rotation direction A, the division pulley portion 18b slides toward the division pulley 18a so that the continuously variable transmission device for driving 10 The motor is turned on in the forward direction. Here, when the shift lever 30 is swinged in the moving direction U again, the first operation detection switch SW1 is kept in an on state, and the split pulley portion 18b comes close to the split pulley 18a for driving. The continuously variable transmission 10 is increased in the forward direction.

Next, if the shift lever 30 is reversed from there, i.e., swinging in the movement direction D, the second operation detection switch SW2 is turned on, and the shift is made based on the information from this switch SW2. Since the motor 33 rotates the rotation operation portion 14 in the reverse rotation direction B, the split pulley portion 18b slides in a direction spaced apart from the division pulley 18a, and the traveling sub transmission 10 is Decelerate in forward direction.

On the other hand, when the shift lever 30 is positioned in the forward side guide groove 32a, and guides the reverse side guide groove 32c via the guide groove 32b, the vehicle is first driven as described above during this series of operations. The continuously variable transmission 10 is in an electric power off state. In the meantime, the forward and backward switching mechanism 3 is operated so that the driving direction of the continuously variable transmission 10 for driving is reversed and is switched to the reverse side. In this state, when the shift lever 30 is urethralally operated in the moving direction U along the reverse side guide groove 32c, the second operation detection switch SW2 is turned on and based on the information from this switch SW2. Since the speed change motor 33 moves the rotation operation part 14 in the reverse rotation direction B, the continuously variable transmission device 10 for driving is increased in the reverse direction. When the shift lever 30 is swung in the moving direction D along the guide groove 32c in the increased state, the first operation detection switch SW1 is turned on and based on the information from the switch SW1. Since the speed change motor 33 rotates the rotation operation portion 14 in the rotation direction A, the continuously variable transmission device 10 for driving is decelerated in the reverse direction.

In addition, when the shift lever 30 is stopped in the middle of the lever stroke, the electronic brake mechanism for suppressing the rotation operation unit 14 from rotating by itself so that the continuously variable transmission device 10 can be held at the shift position as it is. (Not shown) is built in.

In addition, the distortion amount sensor 47 such as strain gauge is used to detect the operation load applied by the manipulating operation to the shift lever 30 by selecting a slight distortion of the lever shape. Is installed on the base end side of the

The control device 45 is set so that the operating speed of the electric motor 33 becomes large in correspondence with the maximum value of the operation load based on the detection information of this distortion sensor 47, and the operation state is continuously detected, As long as there is no change in the detection result of the maximum value, it is configured to maintain at the set operating speed based on the maximum value.

In addition, since the electric motor 33 has a flat gear type reduction mechanism (not shown), for example, even if the electric motor 33 is not driven due to a failure, the artificial maneuver of the shift lever 30 is performed entirely. The rotation operation (especially the deceleration operation) of the rotation operation part 14 is performed by moving to.

Next, the control operation of the control device 45 will be described.

As shown in FIG. 8, when the ON state of the first operation detection switch SW1 is detected, the maximum value of the operation load for the shift lever 30 is read out based on the detection information of the distortion sensor 47 ( Step 1,2), the duty ratio of the pulse signal applied to the motor drive circuit 46 is set based on the change characteristic scheduled to be high speed as the maximum value of the operation load (maximum load) is increased (step 3). Then, a pulse signal is output to the motor drive circuit 46 at the set duty ratio to cause the electric motor 33 to rotate in the electrostatic direction (A direction) (step 4).

Then, when the maximum load on the shift lever 30 is changed, that is, when an operating load exceeding the maximum operating load detected up to that time is detected, the duty ratio is set based on the new maximum load (steps 5 and 3). If this is not changed, the output of the pulse signal to the motor drive circuit 46 is maintained at the duty ratio set in step 3 until the first operation detection switch OFF state is detected, and the drive speed of the electric motor 33 is kept constant. It is maintained (step 6).

When the OFF state of the first operation detection switch SW1 is detected during the drive of the electric motor 33, the drive of the electric motor 33 is stopped (step 13).

When the ON state of the second operation detection switch SW2 is detected, the maximum value of the operation load on the shift lever 30 is read based on the detection information of the distortion sensor 47 (step 7,8). The duty ratio of the pulse signal applied to the motor drive circuit 46 is set on the basis of the change characteristic scheduled to be high speed as the maximum operating load maximum value (maximum load) (step 9), and the motor drive cycle is set as the set duty ratio. The pulse signal is output to the furnace 46, and the electric motor 33 is rotated in the reverse direction (B direction) (step 10). After that, when the maximum load on the shift lever 20 changes, the duty ratio is set based on the new maximum load (steps 11 and 8), and when the maximum load does not change, the OFF state of the second operation detection switch SW2 The output of the pulse signal to the motor drive circuit 46 is maintained as the duty ratio set in step 9 until it is detected, and the drive speed of the electric motor 33 is kept constant (step 12).

When the OFF state of the second operation detection switch is detected during the drive of the electric motor, the drive of the electric motor is stopped (step 13).

As the maximum value of the maximum load increases, the electric motor 33 is operated at a high speed. Therefore, the shift is performed at a speed suitable for the sense of operation of the artificial operation, and the speed is maintained until the lever operation is stopped. It is hard to make, and smooth shift operation is performed.

In addition, as described above, in the embodiment, the operation lever swings only over a small range necessary for turning on / off the switch for detecting the operation state of the operation lever with respect to the interlocking member for operating the continuously variable transmission. Because of this configuration, for example, even if you operate the control lever at high speed, if the load on the control lever increases, the operating lever cannot be moved relatively to the interlocking member. The interlocking member is only slightly displaced by the assist motor, and the operation lever is released from the operation state. That is, the position of the operation lever simply returns to the neutral position in the interlocking member. Therefore, if the conventional operation lever is displaced more favorably with respect to the interlocking member, the operation lever is different from the configuration in which the operation lever can be swung at a large relative angle with respect to the sector gear, and the state of reaching the vehicle speed exceeding the intention of the operator is different. It is difficult to be able to, i.e., more smoothly operated view.

[Modification of Example 1]

In the above embodiment, the operation state detection means of the shift lever 30 is illustrated as a pair of switches. However, instead of the configuration of providing such a switch, the operation is performed based on the detection information of the distortion sensor 47. You may detect a state.

That is, as shown in FIG. 9, if the operation load applied to the shift lever 30 exceeds the set lower limit value based on the detection information of the distortion sensor 47, it is determined as an operation state (step 21), and the detection state By this, it is determined in which direction the gear shift lever 30 is operated (step 22). If the operation direction is, for example, the forward speed increasing side (A direction shown in FIG. 3), the maximum value of the operation load on the shift lever 30 is read based on the detection information of the distortion sensor 47 (step 23, 24) The duty ratio of the pulse signal applied to the motor drive circuit 46 is set based on the change characteristic scheduled to be high speed as the operation load maximum value (maximum load) is larger (step 25). Then, a pulse signal is output to the motor drive circuit 46 at the set duty ratio, thereby interrupting the electric motor 33. Direction of rotation (A direction) (step 26).

After that, if the maximum load on the shift lever 30 changes, the duty ratio is set based on the new maximum load (steps 27 and 24), and if the maximum load does not change, the operation load becomes less than or equal to the set lower limit, step 25 In the above, the output of the pulse signal to the motor drive circuit 46 is maintained at the set duty ratio, and the drive speed of the electric motor 33 is kept constant (step 28).

Then, during the driving of the electric motor 33, if it is detected that the operation load falls below the set lower limit value, the driving of the electric motor is stopped (steps 28 and 24).

If the operation direction is, for example, the reverse acceleration shaft (B direction shown in FIG. 3), the electric motor is driven in the reverse direction in the same manner as the above control (steps 29 to 34).

In this way, the number of parts, such as a switch, can be reduced, and a structure is simplified. (Example 2)

Here, another embodiment of the operation load detection means will be described. As shown in FIG. 10, this embodiment 2 is not provided with the distortion sensor 47 in Embodiment 1 at the root of the operating lever. Then, as an operation load detection means for knowing the operation load applied to the shift lever 30, a slight lever-like shape is formed by a distortion amount sensor 47 such as a strain gauge provided in a part of the lever as illustrated in the first embodiment. Instead of adopting the configuration to pick out the distortion, the operation state detecting means 40 is deformed as follows.

That is, as shown in FIG. 11, the operation state detection means 40 of the second embodiment includes the first operation detection unit S1 instead of the first and second operation detection switches SW1 and SW2 illustrated in the first embodiment. And the second operation detection unit S2 are disposed in a divided manner according to the rotation direction of the operation pin 41, and the first and second detection units S1 and S2 are disposed in a divided manner according to the rotation direction of the operation pin 41. Each of the first and second detection units S1 and S2 is composed of two pressure reducing switches SW11, SW12; SW21, and SW22 arranged in series according to the rotation direction of the operation pin 41. Here, each of the pressure reducing switches SW11, SW12, SW21, and SW22 constituting each of the operation detection units S1 and S2 has the same specification as the set sensing pressure as shown in FIG. Since the are arranged in series as described above, the operation load based on the artificial operation on the shift lever 30 can be detected in two levels. That is, in detail, as shown in FIG. 11, between the pressure reducing switches SW11, SW12; SW21, and SW22 constituting each of the operation detection units S1 and S2, the deformation suppressing plate having higher rigidity than the pressure reducing switch itself. As the metal plate 47 is refurbished, the area where the metal plate 47 and the pressure reducing switches SW11, SW12; SW21, SW22 are in contact with each other is between the operation pin 41 and the pressure reducing switches SW11, SW21. It is provided so that it may become larger than the contact area. Therefore, even when the shift lever 30 is operated, only the pressure reducing switches SW11 and SW21 of the inner side which directly contact the operation pin 41 operate unless the operating load on the shift lever 30 does not exceed a predetermined value. The pressure reducing switches SW12 and SW22 disposed in the circuit are prevented from being deformed by the metal plate 47 and are configured to be inoperative.

Therefore, when the shift lever 30 is operated in the forward direction, for example, and the operation load reaches the first set value (for example, about 3 kg, etc.), only the inner pressure reducing switch SW11 close to the operation pin 41 is turned on. When the operation load increases again and reaches a second set value higher than the first set value (for example, about 6 kg, etc.), both the inner pressure reducing switch SW12 and the outer pressure reducing switch SW12 are switched to the ON state. Thus, the operation load on the shift lever 30 can be detected in a plurality of stages.

In the second embodiment, like the first embodiment, the shift lever 30 is moved in the forward direction guide groove 32a in the guide grooves 32a, 32b, and 32c in the moving direction U, and the reverse side guide groove 32c. When the swinging operation is performed in the direction D in the direction of movement), the operation pin 41 depressurizes the first operation detection unit S1 to switch on. Similarly, when the shift lever 30 is oscillated in the forward direction guide groove 32a in the forward direction D groove groove 32c in the reverse direction guide groove 32c, the operation pin 41 is operated. (2) Press the operation detection unit (S2) and turn on the switch. Thereby, the operation state and operation direction of the shift lever 30 are detected. That is, when both the 1st and 2nd operation detection parts S1 and S2 are in a non-operation state, it detects that the shift lever 30 is in the state which is not operated, detects that it is in the state which is not in operation, and 1st, 2nd If all of the operation detection units S1 and S2 are in the non-operation state, it is detected that the shift lever 30 is in the non-operation state, and it is detected that the operation detection unit S1 and S2 are in the non-operation state, and then the first and second operation detection units S1 and S2. When either of the two is in the switching operation state, the shift lever 30 is detected in the operating state, and the switching operation is performed by knowing which of the first and second operation detection units S1 and S2. It detects whether the operation direction of the shift lever 30 is the operation direction of the rotation operation part 14 in the forward rotation direction A and the reverse rotation direction B. As shown in FIG.

As shown in FIG. 13, detection information of each of the pressure reducing switches SW11, SW12, SW21, and SW22 is given to the control device 45 as a control means, and the control device 45 is based on these detection information. It is configured to drive control the electric motor (33). The control device 45 is provided with a microcomputer, and applies a pulse signal to the motor drive circuit 46 to drive the electric motor 33 forward and reverse and change the duty ratio of the pulse signal. It is configured to change the driving speed of 33).

When the shift lever 30 is positioned in the guide groove 32b, the pivoting operation portion 14 becomes a neutral position, that is, the first operation cam portion 14a becomes a posture corresponding to the cam pull loa 27, so that Then, the split pulley 18b slides in the direction of separation from the divided pulley 18a so that the continuously variable transmission device 10 for driving becomes an electric power off state. Next, when the shift lever 30 is rocked in the moving direction U along the forward side guide groove 32a, the first operation detection unit S1 is operated, and this detection unit S1, that is, the switch SW11, Alternatively, based on the information from both the switches SW11 and SW12, the shifting motor 33 rotates the pivoting operation part 14 in the forward rotation direction A, so that the split pulley part 18b is close to the split pulley 18a. By sliding toward the end, the continuously variable transmission 10 for driving is in the ON state in the forward direction. Here, when the shift lever 30 is oscillated in the moving direction U, the operating state of the first manipulation detecting unit S1 is maintained, and the divided pulley unit 18b is brought closer to the divided pulley 18a, thereby allowing endless driving. The transmission 10 is increased in the forward direction. Next, when the shift lever 30 is reversed, i.e., oscillating in the movement direction D, the second operation detection unit S2 is activated, and this detection unit S2, that is, the switch SW21 or the switch SW21. And SW22) the shifting motor 33 rotates the rotational operation part 14 in the reverse rotation direction B based on the information from both sides, so that the divided pulley portion 18b slides in the direction away from the divided pulley 18a. Then, the continuously variable transmission device 10 is decelerated in the forward direction.

On the other hand, when the shift lever 30 is positioned in the forward side guide groove 32a and guides the reverse side guide groove 32c via the guide groove 32b, the vehicle is traveling as described above. The continuously variable transmission 10 is in an electric power off state. In the meantime, the forward and backward switching mechanism 3 is operated so that the driving direction of the continuously variable transmission 10 for driving is reversed and is switched to the reverse side. In this state, when the shift lever 30 is rocked in the moving direction U along the reverse side guide groove 32c, the second operation detection unit S2 is operated, and this detection unit S2, that is, the switch SW21. Alternatively, based on the information from both the switch SW21 and the switch SW22, the speed change motor 33 moves the rotation operation part 14 in the reverse rotation direction B, so that the continuously variable transmission device 10 for driving travels in the reverse direction. It is accelerated by. When the shift lever 30 swings in the moving direction D along the guide groove 32c in the increased state, the first operation detection unit S1 is operated to detect the detection unit S1, that is, the switch SW11, or On the basis of the information from both the switch SW11 and the switch SW12, the shifting motor 33 rotates the rotation operation portion 14 in the forward rotation direction A, so that the continuously variable transmission device 10 for traveling is in the reverse direction. Slows down.

Next, the control operation of the control device 45 in the second embodiment will be described.

As shown in FIG. 14 and FIG. 15, if the ON state of only the inner side pressure reducing switch SW1 in the 1st operation detection part S1 is detected, and the outer side pressure reducing switch SW1 is not inserted, ie, When the operation load is judged to be relatively small, the duty ratio of the pulse signal applied to the motor driving circuit 46 is the low speed duty ratio for operating the electric motor 33 at low speed. The electric motor 33 is rotated in the electrostatic direction (A direction) by outputting the output (step 4).

After that, when the pressure reducing switch SW11 is turned off, the operation of the electric motor 33 is stopped (steps 5 and 6). On the other hand, if the operating force to the shift lever 30 is strong and the external decompression switch SW12 is also inserted while the decompression switch SW11 is not in the OFF state, it is determined that the operation load is large, and the decompression switch SW12 is in the ON state. After the predetermined delay time T elapses from the switching point, the duty ratio of the pulse signal is set to a high duty ratio for operating the electric motor at high speed (step 7,8). Then, a pulse signal is output to the motor drive circuit 46 as the set high speed duty ratio to rotate the electric motor 33 in the electrostatic direction (A direction) (step 9).

Then, even if the operation load is reduced, the electric motor is stopped only when the decompression switch SW12 is also in the OFF state in addition to the depressurization switch SW12 in addition to the OFF state (steps 10a and 6). . That is, there is no flow returning to the low speed operation based on the ON operation of the pressure reduction switch SW11 only on the basis of the switching of the decompression switch SW12 to OFF in order to obtain smooth shift operation.

Next, the artificial operation direction to the shift lever 30 is changed, and only the ON state of the internal pressure reducing switch SW21 in the second operation detecting unit S2 is detected, and the external pressure reducing switch SW22 is turned ON. If not, that is, when it is determined that the operation load is relatively small, the duty ratio of the pulse signal applied to the motor drive circuit 46 is set to the low duty ratio for operating the electric motor 33 at low speed (step 12). , 13,14). Then, a pulse signal is output to the motor drive circuit 46 as the set low-duty duty ratio to rotate the electric motor 33 in the reverse direction (B direction) (step 15).

Thereafter, when the pressure reducing switch SW21 is turned off, the operation of the electric motor is stopped (steps 16 and 6). However, when the pressure reducing switch SW21 does not turn OFF and the operating force to the shift lever 30 becomes strong, and the pressure reducing switch SW22 also turns ON, it is determined that the operation load is large, and the pressure reducing switch SW22 is turned ON. After the predetermined delay time T has elapsed, the duty ratio of the pulse signal is set to a high speed duty ratio for operating the electric motor at high speed (steps 17 and 18). Then, a pulse signal is output to the motor drive circuit 46 as the set high speed duty ratio to rotate the electric motor 33 in the reverse direction (B direction) (step 19).

Then, even if the operation load decreases, the electric motor is not stopped until the decompression switch SW22 is turned off in addition to the depressurization switch SW22 (steps 20a and 6). . That is, based on the ON operation of the depressurizing switch SW22, once the electric motor 33 starts to operate at high speed in the reverse direction, it is controlled to maintain the high-speed operating state until the depressurizing switch SW21 is switched to the OFF state. Configuration.

In this way, when the operation load is small, the electric motor 33 is operated at a low speed, and when the operation load increases in the middle, the electric motor 33 is operated at high speed. If the operation load is large from the beginning, the electric motor 33 is operated at a high speed, and even if the operation load decreases in the middle, this is ignored, and the high speed operation of the electric motor 33 is maintained, so that the speed suitable for the operational feeling of artificial operation is possible. Shift is performed. In addition, since the speed of the electric motor 33 corresponding to the maximum operating load on the operation lever is maintained until the lever operation is stopped, the lever operation is difficult to become a gritty movement, and smooth shift operation is performed.

Thus, as illustrated in the first embodiment, the detection of the operation load on the shift lever 30 is not a configuration in which the distortion of the lever is selected by using the distortion sensor 47 provided separately in the lever, but the operation state detection means 40. 2) is applied to the decompression switch of the < RTI ID = 0.0 >), < / RTI >

As a result, the operation speed control of the electric motor 33 corresponding to the operation load is performed in two stages.

In the second embodiment, when switching from the low speed operation state to the high speed operation state in accordance with the switching of the decompression switch, a time delay (that is, the predetermined delay time T is given between the completion of the switch switching and the operation state switching). Therefore, when the decompression switch operates only for a very short time, the operating speed is not switched, that is, the operation of the shift lever 30 for a very short time due to an operation error or the like is ignored.

[Modification of Example 2]

(1) In the second embodiment, two decompression switches of the same specification are arranged in series between the operation lever 41 moving integrally with the shift lever 30 and the interlocking member 31 integrally moving with the pivoting operation unit 14. However, any operation load on the shift lever can be controlled by arranging three or more pressure reducing switches of the same specification in series and by configuring the plate bodies interposed between the pressure reducing switches so as to have different contact areas. Each of the three or more pressure reducing switches may be configured to receive a pressing force per different unit area.

(2) Two or more pressure reducing switches may be constituted of different set sensing pressures.

(3) Two or more pressure reducing switches may be arranged in parallel rather than in series.

Example 3

In the present embodiment, as shown in FIG. 16, the vehicle speed sensor 49 for detecting the vehicle speed based on the rotational speed of the axle is attached to the driving mission 4 in the first embodiment. And, as shown schematically in the block diagram of FIG. 17, the acceleration / deceleration is performed based on the detection vehicle speed detected by the vehicle speed sensor 49 based on the operating speed of the electric motor 33 once set based on the maximum value of the operation load. (加 減速) is characterized in that it is configured to correct.

In addition, here, as a premise, the belt-type continuously variable transmission device 10 has a shift lever when the vehicle speed is at a low speed side as shown in FIG. The change in the vehicle speed with respect to the unit operation amount of 30) is small and has a non-linear characteristic that increases with the high speed side.

In the third embodiment, the control operation of the control device 45 will be described.

As shown in FIG. 19, when the ON state of the first operation detection switch SW1 is detected, the maximum value of the operation load on the shift lever 30 is read based on the detection information of the distortion sensor 47 (step) 1,2) The duty ratio of the pulse signal applied to the motor drive circuit 46 is set on the basis of the change characteristic scheduled to be high speed as the operation load maximum value (maximum load) is larger (step 3).

Then, the current traveling vehicle speed is read out using the detected value of the vehicle speed sensor, the duty ratio correction is calculated based on the detected vehicle speed, and correction is made to the set duty ratio set as described above (steps 4 and 5). .

Referring specifically to FIG. 18, the duty ratio is not corrected when the detection vehicle speed is in the low speed region lower than the first set value V1. When the detected vehicle speed is in the middle speed range higher than the first set value V1 and lower than the second set value V2, the set duty ratio is corrected to the deceleration side by a relatively small correction amount.

When the detection vehicle speed is in the high speed range higher than the second set value V2, the set duty ratio is corrected to the deceleration side by more correction amounts.

That is, the lower the detection vehicle speed, the more the operation speed of the electric motor 33, that is, the shift operation speed is corrected so as to be the high speed side.

Then, a pulse signal is output to the motor drive circuit 46 at the duty ratio corrected in this way, and the electric motor 33 is rotated in the electrostatic direction (A direction) (step 6). After that, when the maximum load on the shift lever 30 is changed, the duty ratio is set based on the new maximum load (steps 7,2 and 3), and when the maximum load is not changed, the first operation detection switch SW1 is turned off. Until is detected, the output of the pulse signal to the motor drive circuit 46 is maintained at the duty ratio corrected based on the detection vehicle speed, and the electrostatic drive of the electric motor 33 is continued (step 9).

When the OFF state of the first operation detection switch SW1 is detected during the drive of the electric motor 33, the drive of the electric motor 33 is stopped (step 8).

When the ON state of the second operation detection switch SW2 is detected, the maximum value of the operation load on the variable lever 30 is read based on the detection information of the distortion sensor 47 (steps 10 and 11). The duty ratio of the pulse signal applied to the motor drive circuit 46 is set based on the change characteristic which is set to become high speed as the maximum operation load maximum value (maximum load) (step 12). Then, the current traveling speed is read out using the detected value of the vehicle speed sensor 49, the correction amount of the duty ratio is obtained as described above based on the detected vehicle speed, and the set duty ratio is corrected (steps 13 and 14). A pulse signal is output to the motor drive circuit 46 at the set duty ratio to drive the electric motor 33 to rotate in the reverse direction (B direction) (step 15). After that, when the maximum load on the shift lever 30 is changed, the duty ratio is set based on the new maximum load (steps 6, 11, 12), and when the maximum load is not changed, the second operation detection switch SW2 is turned off. Until is detected, the pulse signal to the motor drive circuit 46 is output at the set duty ratio corrected based on the detection vehicle speed, and the reverse drive of the electric motor 33 is continued (step 17).

When the OFF state of the second operation detection switch SW2 is detected during the driving of the electric motor, the driving of the electric motor is stopped (step 9).

Thus, as the maximum value of the operating load is operated to operate the electric motor 33 in a quiet manner, the shift is performed at a speed suitable for the operation sense of the artificial operation. On the low speed side where the change is small, the electric motor 33 operates rapidly, and on the high speed side where the vehicle speed change with respect to the lever operation amount is large, the electric motor 33 operates late to prevent sudden changes and improve driving safety.

In addition, in the medium speed range where turning driving or the like is performed, the operating speed is slightly lowered so that the speed adjustment is easier.

[Modification of Example 3]

(1) In this modification, the operation state detection means 40 is omitted. That is, as the operation state detection means of the shift lever 30, the operation state is detected based on the detection information of the distortion sensor 47 instead of the configuration by the pair of switches.

That is, as shown in FIG. 20, when the operation load applied to the shift lever 30 exceeds the set lower limit value based on the detection information of the distortion sensor 47, it is determined as an operation state (step 21), and the detection state. By this, it is determined in which direction the gear shift lever 30 has been operated (step 22).

If the operation direction is, for example, the forward acceleration axis (A direction shown in FIG. 1), the maximum value of the operation load on the shift lever 30 is read based on the detection information of the distortion sensor 47 (step 23, 24) The duty ratio of the pulse signal applied to the motor drive circuit 46 is set based on the change characteristic scheduled to be high speed as the operation load maximum value (maximum load) is larger (step 25).

The current traveling speed is read out using the detected value of the vehicle speed sensor 49, the duty ratio correction amount is calculated based on the detected vehicle speed, and the duty ratio set as described above is corrected (steps 26 and 27).

A pulse signal is output to the motor drive circuit 46 at the set duty ratio after correction to rotate the electric motor 33 in the electrostatic direction (A direction) (step 28). After that, when the maximum load on the shift lever 30 changes, the duty ratio is set based on the new maximum load (steps 29, 24, 25), and when the maximum load does not change, the operation load is detected until the operation load is equal to or lower than the set lower limit value. The pulse signal is output to the motor drive circuit 46 at the set duty ratio corrected based on the vehicle speed, and the electrostatic driving of the electric motor 33 is continued (step 30).

During the driving of the electric motor 33, if it is detected that the operation load is less than or equal to the set lower limit value, the driving of the electric motor 33 is stopped (step 31).

If the operation direction is, for example, the reverse speed increasing side (B direction shown in FIG. 3 or FIG. 10), the electric motor is driven in the reverse direction in the same manner as the above control (steps 32 to 38).

In this way, the number of parts, such as a switch, can be reduced, and configuration is simplified.

(2) In the above embodiment, the detection vehicle speed is divided into three stages of high speed, middle speed and low speed, and the operation speed of the electric motor is decelerated and corrected in three steps based on the determination result. The lower the value, the higher the operating speed.

(3) The lower the detection vehicle speed, the higher the operating speed of the electric motor is, but instead of compensating for the higher operating speed. The operation speed may be changed and set in accordance with various control contents.

[Other Modifications Common to First, Second and Third Embodiments]

(1) The above embodiments exemplify the case of the shift operation unit of the belt type continuously variable transmission as an operation target, but are not limited thereto. The present invention is applicable even if the variable speed operation portion of the hydrostatic stepless speed change control device is a variety of operation targets such as a lifting operation mechanism of the work device.

(2) In each of the above embodiments, the electric motor is used as the driving operation means, but a hydraulic motor or a driving mechanism using the driving force of the engine may be used.

In addition, although a code | symbol is written in the term of a claim for easy contrast with drawing, by this writing, this invention is not limited to the structure of an accompanying drawing.

Claims (13)

An operation tool 30 operable in a forward and reverse direction, a shift operation part 14 operatively connected in a forward and reverse direction and linked through a mechanical linkage mechanism so as to move integrally with the operation tool 30, and the shift operation part 14. The driving operation means 33 for assisting the operation of the operation state, the operation state detection means for detecting the operation state in which the operation tool 30 is operated, and the operation direction of the operation tool 30, and the operation state detection means. A continuously variable transmission for driving comprising a control means 45 for controlling the operation of the drive operation means 33 based on the detection information, and an operation load detection means for detecting an operation load for the operation tool 30 ( 10. In the operation assistance apparatus of 10), the control means 45 is an operation load detected by the operation load detection means while the operation state of the operation tool 30 is detected by the operation state detection means. The operating speed corresponding to The operation speed corresponding to the new operation load is reset with respect to the drive operation means 33 only when a new operation load exceeding the detected operation load is detected. Operation assistance device for a continuously variable transmission for driving (10), characterized in that configured to. The operation tool 30 according to claim 1, wherein the control means 45 is in contact with the operation tool 30 and the operation state detection means during operation of the drive operation means 33. After the operation state is detected, the operation of the drive operation means 33 is stopped when the operation state is not detected by the release of the contact between the operation tool 30 and the operation state detection means. Operating assistance device of the continuously variable transmission for driving (10), characterized in that configured to. 2. A drive according to claim 1, wherein the drive operation means 33 is constituted by an electric motor, The shift operation portion 14 is operated to the increasing speed side by the operation in the predetermined direction of the operation tool 30, and the shift operation part 14 is operated to the deceleration side by the operation in the opposite direction of the operation tool 30. Operating assistance device of the continuously variable transmission for driving (10), characterized in that configured to. 4. The continuously variable transmission device (10) according to claim 3, wherein the continuously variable transmission (10) is wound around a pair of pulleys (18, 19), and at least one of the pulleys (19) is a pair of split pulleys. The belts for the pulleys 18 and 19 of the transmission belt 12 are constituted by a split pulley type in which the spacing between 18a and 18b is changeable, and by changing the force between these split pulley portions 18a and 18b. Operation assistance device for a continuously variable transmission device for driving, characterized in that consisting of a belt-type continuously variable transmission that is shifted by changing the wound diameter. The operating state detecting means of claim 1, wherein the operating state detecting means is constituted by a switch, and the switch is configured to detect the operating state of the operating tool 30 through contact with the switch due to the displacement of the operating tool 30. An operation assistance device for a continuously variable transmission for driving (10), characterized in that it is configured. The receiving part 41 according to claim 3, wherein the operation state detecting means 40 is provided so as to move integrally with the contacting portion 41 and the shift operation portion 14 installed to move integrally with the operation tool 30. It is provided between (31), and the operation assistance device of the continuously variable transmission device (10) characterized in that it is composed of a decompression switch for detecting the operation state with respect to the operation tool (30). The pressure reducing switch according to claim 6, wherein the pressure reducing switch is constituted by a plurality of pressure reducing switches installed in series according to the moving direction of the contact portion 41, whereby the operation state detecting means 40 causes the operation load detecting means. And an operation load for the continuously variable transmission for driving (10), characterized in that the operation load for the operation tool (30) can be detected in a plurality of stages. 8. The pressure reducing switch of claim 7, wherein the plurality of pressure reducing switches are arranged in pairs in two directions in which the abutment portion 41 moves, and the pair of pressure reducing switches are arranged in series with each other. Operation assistance device of the continuously variable transmission for driving (10) characterized in that. 9. The plate-like body 47 according to claim 8, wherein the plurality of pressure reducing switches have a contact area larger than the contact area of the contact portion 41 which is provided between the pair of pressure reducing switches arranged in series. Operation assistance device for a continuously variable transmission for driving, characterized in that it comprises a. 2. The operation load detection means according to claim 1, wherein the operation load detection means is constituted by a distortion amount sensor 47 attached to the operation tool 30 for detecting the operation load applied to the operation tool 30. An operation auxiliary device for a continuously variable transmission 10 for driving. The operation load detection means according to claim 10, wherein the operation load detection means determines that the operation state of the operation tool 30 has been detected based on the operation load detected by the distortion sensor 47 exceeding a set lower limit difference. An operation assistance apparatus for a continuously variable transmission for driving (10), characterized in that it can also serve as the operation state detection means. 2. A vehicle speed detecting means (49) for detecting a vehicle body running speed is provided, and said control means (45) is detecting information of said operation load detecting section and detection information of said vehicle speed detecting means (49). The operation assistance apparatus of the continuously variable transmission for driving (10), characterized in that it is configured to change and set the operating speed of the drive operation means (33) based on. 13. The vehicle speed detecting means according to claim 12, wherein the control means (45) is larger as the operation load detected by the operation load detection means while the operation state is detected by the operation state detection means. Stepless endless driving, characterized in that it is configured to change the operating speed of the drive operation means 33 so that the operation speed of the drive operation means 33 becomes higher as the detection vehicle speed detected by (49) is lower. Operation aid of the transmission (10).