Vehicles in motion

Abstract

To simplify shift operation in a traveling vehicle comprising a non-synchronous transmission.SOLUTION: A traveling vehicle comprises: a gear type transmission 30 provided in a non-synchronized transmission that changes a speed of power from an engine 23 and transmits it to traveling devices 11, 12; a shift operation tool 19 that switches a gear stage of the gear type transmission 30; an engine control unit 5 that controls the engine 23; a shift operation detection unit 82 that detects change in the gear stage in the gear type transmission 30; and a shifting engine control unit 83 that in response to the detection of the start of gear stage switching change operation by the shift operation detection unit 82, generates a shift start engine control command for increasing an engine speed and provides it to the engine control unit 5.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a vehicle equipped with a non-synchronized transmission that changes the speed of power from an engine and transmits it to a traveling device. [Background technology]

[0002] The non-synchronous transmission is provided with a gear-type speed change device, and the driver operates a speed change operating device to change gear positions. In the work vehicle disclosed in Patent Document 1, the gear-type speed change device includes an input shaft and a speed change shaft. The input shaft, to which rotational power from the engine is transmitted, supports a first-speed forward gear of the forward first-speed gear mechanism, a second-speed forward gear of the forward second-speed gear mechanism 56, and a reverse gear of the reverse gear mechanism. The speed change shaft supports the speed change gear of the forward first-speed gear mechanism, the speed change gear of the forward second-speed gear mechanism, and the speed change gear of the reverse gear mechanism so as to be rotatable relative to one another. Furthermore, the speed change shaft is provided with multiple spline mechanisms. In the gear-type speed change device configured in this manner, the selector fork slides along the axial direction X due to the speed change drum rotating based on the operation of the speed change lever, and this sliding changes the gear position. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-003862 Summary of the Invention [Problem to be solved by the invention]

[0004] When shifting gears by sliding the shifter to engage with teeth (splines), if there is a phase misalignment between the teeth that should be engaged, the shifter cannot slide, making shifting impossible. To eliminate the phase misalignment of the shifter, one of the teeth that should be engaged must rotate. However, if the engine is idling and the continuously variable transmission is in neutral, for example, the vehicle body is stopped and the input shaft of the transmission is also stationary. Therefore, to eliminate the phase misalignment, the driver must either depress the accelerator pedal to intentionally increase the engine speed or apply external force to rotate the wheels. Such special operations during gear changes are cumbersome for drivers. Furthermore, drivers with inexperienced driving skills find it difficult to perform such special operations quickly.

[0005] In view of the above circumstances, an object of the present invention is to simplify gear shifting operations in a vehicle equipped with a non-synchronized transmission. [Means for solving the problem]

[0006] The vehicle according to the present invention includes a non-synchronized transmission that changes the speed of power from an engine and transmits it to a traveling device, a gear-type transmission provided in the non-synchronized transmission, and a gear-type transmission that switches the speed of the transmission. operated by the driver to a gear shifting operation device, an engine control unit that controls the engine, and a gear shifting operation detection unit that detects a shift of the gear stage in the gear-type transmission; a belt-type continuously variable transmission that is interposed between the engine and the gear-type transmission and functions as a centrifugal clutch that cuts off the input of engine power to the gear-type transmission when the engine is operating at an idling speed; a gear shifting engine control unit that generates a gear shifting start engine control command to increase an engine rotation speed in response to detection of a start of a gear shifting operation by the gear shifting operation detection unit, and provides the gear shifting start engine control command to the engine control unit. The shift start engine control command is to increase the engine speed so as to exceed the clutch-in speed of the centrifugal clutch for a predetermined time period starting from the start of the shift operation and shorter than the total time of the shift operation. .

[0007] With this configuration, when a driver performs a gear change operation using a gear change operating device, the operation detection unit detects a shift in gear position in the gear-type transmission based on the gear change operation. When the gear change operation detection unit detects that a gear change operation has begun, the gear change engine control unit issues a command to the engine control unit to increase engine speed. As a result, the engine speed increases when the gear change operation begins, and even if power transmission is turned off by a centrifugal clutch or the like, power transmission is turned on, causing the input shaft of the gear-type transmission to rotate. As a result, even if a phase shift occurs in the gear pairs (spline pairs) that constitute the gear positions of the gear-type transmission, the phase shift is eliminated, the gear pairs (spline pairs) engage, and the gear change is completed.

[0008] Once the transmission gear pair is engaged, that is, once the shift operation (switching of gear stages) is completed, it is no longer necessary to increase the engine speed during the shift. For this reason, in the present invention, the shift start engine control command is set to increase the engine speed for a predetermined time, starting from the start of the shift operation and shorter than the total time of the shift operation.

[0009] Before a gear shift operation (switching between gear stages), if a friction clutch or centrifugal clutch is in a disengaged state, when the engine speed exceeds a clutch-in speed at which such a clutch is engaged, engine power is input to a gear-type transmission (non-synchronized transmission), and the input shaft of the gear-type transmission rotates, thereby eliminating the phase shift. For this reason, in the present invention, the increase in engine speed due to the gear shift start engine control command is set so that the engine speed exceeds a pre-calculated clutch-in speed.

[0010] Before a gear shift operation (switching between gears), the accelerator pedal is usually released, so the engine speed is idling speed. Therefore, the engine speed must be increased from the minimum idling speed. For this reason, in the present invention, the amount of increase in engine speed due to the gear shift start engine control command is set based on the idling speed.

[0011] In one specific embodiment of the powertrain to which the present invention is applied, a belt continuously variable transmission functioning as a centrifugal clutch is interposed between the engine and the gear-type transmission, and when the engine is running at idling speed, the input of engine power to the gear-type transmission is interrupted. In this configuration, before a gear shift operation, the belt continuously variable transmission is in a neutral state and power transmission is interrupted, but as the engine speed increases, the belt continuously variable transmission enters a power transmitting state, resulting in the elimination of the phase shift and the completion of the gear change. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is an overall side view of a multipurpose vehicle. [Figure 2] FIG. 1 is a schematic diagram showing a powertrain of a utility vehicle. [Figure 3] FIG. 2 is a partial cross-sectional view showing a gear-type transmission. [Figure 4] This is a functional block diagram of the gear shifting system. [Figure 5] FIG. 4 is a graph illustrating a gear shift process. [Figure 6] 10 is a functional block diagram of a gear shifting system in another embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] In this specification, unless otherwise specified, "front" means forward in the longitudinal direction (traveling direction) of the aircraft, and "rear" means rearward in the longitudinal direction (traveling direction) of the aircraft. Furthermore, left-right or lateral direction means the transverse direction (width direction) of the aircraft that is perpendicular to the longitudinal direction of the aircraft. "Up" or "down" refers to the positional relationship in the vertical direction (perpendicular direction) of the aircraft, and indicates the positional relationship based on the height above the ground.

[0014] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The multipurpose vehicle (an example of a "traveling vehicle") shown in FIG. 1 is configured as a vehicle that can be used for a variety of purposes, such as transporting cargo and recreation. The multipurpose vehicle is equipped with a pair of left and right front wheels 11 as driving and steerable traveling devices, and a pair of left and right rear wheels 12 as driving traveling devices. In other words, the traveling body of the multipurpose vehicle is configured to be able to travel using the pair of left and right front wheels 11 and the pair of left and right rear wheels 12. A driving unit 13 is provided in the center of the traveling body, where a driver sits and operates the vehicle. A loading platform 14 on which cargo can be loaded is provided at the rear of the traveling body. A motor unit 15 is provided below the loading platform 14 on the traveling body.

[0015] The driver's section 13 is surrounded and protected by a frame-shaped ROPS frame 16. The driver's section 13 is provided with a driver's seat 17 where the operator sits. The driver's section 13 also includes a steering handle 18 for steer- ing the left and right front wheels 11, a speed change operation device 19 configured as a speed change lever for speed change operation, an accelerator pedal 20 for changing the traveling speed, a brake pedal 21 for braking the traveling machine body, a parking lever 22 for operating the parking brake, etc. The driving section 15 is provided with a water-cooled gasoline engine (an example of an "engine"; hereinafter abbreviated as engine 23).

[0016] The powertrain of this multi-purpose vehicle is shown in Figure 2. The powertrain includes an engine 23, a belt-type continuously variable transmission 29, and a non-synchronized transmission 24, which serves as a speed change device. Power from the engine 23 is changed in speed by the belt-type continuously variable transmission 29 and the transmission 24, and then transmitted to the traveling device.

[0017] As shown in Fig. 2, the engine 23 is disposed with its crankshaft facing sideways relative to the aircraft body. The engine 23 is provided with a main output shaft 25 integral with the crankshaft and an auxiliary output shaft 26 integral with the crankshaft. The output of the main output shaft 25 is input to a belt-type continuously variable transmission mechanism 29. The output of the auxiliary output shaft 26 drives a generator 28 constituted by an alternator or the like.

[0018] The transmission 24, which receives the output of the belt-type continuously variable transmission mechanism 29, is equipped with a gear-type transmission 30, a rear wheel differential mechanism 31 capable of creating a speed difference between the left and right rear wheels 12, and a front wheel differential mechanism 32 capable of creating a speed difference between the left and right front wheels 11.

[0019] The belt-type continuously variable transmission mechanism 29 includes a drive pulley 37 attached to a drive shaft 36 that can be interlocked with the main output shaft 25 of the engine 23 via a centrifugal clutch, a driven pulley 38 located behind the drive pulley 37, and an endless belt 39 wound around the drive pulley 37 and the driven pulley 38.

[0020] In the belt-type continuously variable transmission mechanism 29, the winding diameters of the drive pulley 37 and the driven pulley 38 change according to the rotational speed of the engine 23, thereby enabling the power of the engine 23 to be output to the gear-type transmission 30 with continuously variable speed.

[0021] The gear-type transmission 30 receives power from the belt-type continuously variable transmission mechanism 29 through an input shaft 40 that rotates integrally with the driven pulley 38, and can change the speed of the power input from the input shaft 40 and output it to a final gear 41 that is interlocked and connected to the rear wheel 12 side, and a power take-off shaft 42 that can be interlocked and connected to the front wheel 11 side.

[0022] The rear wheel differential mechanism 31 outputs the power input from the final gear 41 to the left and right rear wheels 12 via rear wheel drive shafts 43 extending along the left-right direction of the vehicle body.

[0023] The left and right front wheels 11 and the left and right rear wheels 12 are each provided with a brake device 50 consisting of a disc brake mechanism. Each brake device 50 is interlocked and connected to a brake pedal 21 (see FIG. 1) via a master cylinder (not shown).

[0024] 2 and 3, the gear-type transmission 30 is provided with an input shaft 40, a speed change shaft 51, an intermediate shaft 52, and a power transmission shaft 53 as shafts that transmit power. The input shaft 40, the speed change shaft 51, the intermediate shaft 52, and the power transmission shaft 53 are rotatably supported within the transmission case 33.

[0025] A forward first-speed drive gear 55 of a forward first-speed gear mechanism 54, a forward second-speed drive gear 57 of a forward second-speed gear mechanism 56, and a reverse drive gear 59 of a reverse gear mechanism 58 are fixedly supported on the input shaft 40 so as to rotate integrally with the input shaft 40.

[0026] As shown in Fig. 3, a forward first-speed driven gear 60 that constitutes the gear stage of the forward first-speed gear mechanism 54, a forward second-speed driven gear 61 that constitutes the gear stage of the forward second-speed gear mechanism 56, and a reverse driven gear 62 that constitutes the gear stage of the reverse gear mechanism 58 are supported on the speed change shaft 51 in a relative rotatable state. The forward first-speed driven gear 60 is constantly meshed with the forward first-speed drive gear 55. The forward second-speed driven gear 61 is constantly meshed with the forward second-speed drive gear 57. The reverse driven gear 62 is constantly meshed with the reverse drive gear 59 via a reverse gear 63 (see Fig. 2).

[0027] A cylindrical first boss member 64 is fixedly supported on the speed change shaft 51 between the first forward driven gear 60 and the reverse driven gear 62 so as to rotate integrally with the speed change shaft 51. A first transmission gear 65 is fixedly supported on the speed change shaft 51 so as to rotate integrally with the speed change shaft 51. A cylindrical second boss member 66 is fixedly supported on the speed change shaft 51 between the first transmission gear 65 and the second forward driven gear 61 so as to rotate integrally with the speed change shaft 51.

[0028] A first permanent mesh spline 67 having a plurality of external teeth in the circumferential direction is provided on the outer periphery of the first boss member 64. A second permanent mesh spline 68 having a plurality of external teeth in the circumferential direction is provided on the outer periphery of the second boss member 66.

[0029] A plurality of (for example, three) spline mechanisms 70 are provided on the speed change shaft 51. A spline mechanism 70 is provided for each of the gear mechanisms 54, 56, and 58. Each spline mechanism 70 has an external spline 71 and an internal spline 72 that can mesh with the external spline 71.

[0030] Specifically, the spline mechanism 70 of the forward first-speed gear mechanism 54 is provided with an external spline 71 of the forward first-speed driven gear 60 and an internal spline 72 on one end side of a first shifter 73 (an example of a "shifter") that can mesh with the external spline 71 of the forward first-speed driven gear 60. The spline mechanism 70 of the reverse gear mechanism 58 is provided with an external spline 71 of the reverse driven gear 62 and an internal spline 72 on the other end side of the first shifter 73 that can mesh with the external spline 71 of the reverse driven gear 62. The spline mechanism 70 of the forward two-speed gear mechanism 56 is provided with an external spline 71 of the forward second-speed driven gear 61 and an internal spline 72 on one end side of a second shifter 74 (an example of a "shifter") that can mesh with the external spline 71 of the forward second-speed driven gear 61.

[0031] The internal spline 72 of the first shifter 73 is constantly meshed with the first permanently meshing spline 67 of the first boss member 64. The first shifter 73 is slidable along the axial direction X of the speed change shaft 51 by a first selector fork 69 that is operatively connected to the speed change operating device 19. This allows the internal spline 72 of the first shifter 73 to mesh with the external spline 71 of the forward first-speed driven gear 60 or the external spline 71 of the reverse driven gear 62.

[0032] The internal spline 72 of the second shifter 74 is constantly meshed with the second permanently meshing spline 68 of the second boss member 66. The second shifter 74 is slidable along the axial direction X of the speed change shaft 51 by a second selector fork 75 that is operatively connected to the speed change operating device 19. This allows the internal spline 72 of the second shifter 74 to mesh with the external spline 71 of the forward second-speed driven gear 61.

[0033] A first transmitted gear 76 that is constantly meshed with the first transmission gear 65 and a second transmission gear 77 are fixedly supported on the intermediate shaft 52 so as to rotate integrally with the intermediate shaft 52 .

[0034] The gear-type transmission 30 changes gear positions by sliding the first selector fork 69 and the second selector fork 75 along the axial direction X based on the operation of the speed change operating device 19.

[0035] Specifically, the first selector fork 69 and the second selector fork 75 are interlocked and connected to the gearshift operating device 19 via a shift drum 78 (see FIG. 4). The relationship between the operating position of the gearshift operating device 19 and the positions of the first selector fork 69 and the second selector fork 75 is established by the rotational angle position of the shift drum 78.

[0036] When the speed change operating device 19 is operated to the first forward speed position, the first selector fork 69 causes the first shifter 73 to slide toward the first forward speed driven gear 60, and the first shifter 73 interlocks the first forward speed driven gear 60 with the first boss member 64 (speed change shaft 51). At this time, the second shifter 74 is not interlocked with the second forward speed driven gear 61. This puts the gear-type speed change device 30 in a state where it outputs first forward speed power. In this state, when the accelerator pedal 20 is depressed, the traveling vehicle travels in first forward speed.

[0037] When the speed change operating device 19 is operated to the second forward speed position, the second selector fork 75 causes the second shifter 74 to slide toward the second forward speed driven gear 61, and the second shifter 74 interlocks the second forward speed driven gear 61 with the second boss member 66 (speed change shaft 51). At this time, the first shifter 73 is not interlocked with the first forward speed driven gear 60 or the reverse speed driven gear 62. This puts the gear-type speed change device 30 in a state where it can output second forward speed power. In this state, when the accelerator pedal 20 is depressed, the traveling vehicle travels in second forward speed.

[0038] When the speed change operating device 19 is operated to the reverse position, the first selector fork 69 causes the first shifter 73 to slide toward the reverse driven gear 62, and the first shifter 73 interlocks the reverse driven gear 62 and the first boss member 64 (speed change shaft 51). At this time, the second shifter 74 is not interlocked with the forward second-speed driven gear 61. This causes the transmission 24 to output reverse power. In this state, when the accelerator pedal 20 is depressed, the traveling vehicle travels in reverse.

[0039] 4 is a functional block diagram for explaining functions related to the shift control of the gear-type transmission 30. The functions related to the shift control of the gear-type transmission 30 are substantially produced by the engine control unit 5, the operation detector 6 that detects shifting of gear positions in the gear-type transmission 30, and the control unit 8.

[0040] The engine control unit 5 receives signals from operating tools for operating the engine and signals from engine equipment directly or via the control unit 8, generates control signals for starting the engine, stopping the engine, adjusting the engine speed, etc., and gives them to the operating equipment of the engine 23.

[0041] In this embodiment, the core component for shifting gears in the gear-type transmission 30 is the shift drum 78, which is pivotally displaced by the operational displacement of the gear change operating device 19 transmitted via a linkage mechanism 79. This pivotal displacement operates the first shifter 73 and the second shifter 74, thereby shifting the gear. Such operations related to shifting gears using the shift drum 78 or the first shifter 73 or the second shifter 74 are detected by the operation detector 6. In other words, the gear change operation using the gear change operating device 19 is ultimately detected by the operation detector 6. The detection result by the operation detector 6 is sent to the control unit 8 as a detection signal.

[0042] The control unit 8 includes an input / output processing unit 80, a gear shift control unit 81, a gear shift operation detection unit 82, and a gear shift engine control unit 83. The input / output processing unit 80 receives signals from detectors and switches arranged in vehicle operating devices such as the belt-type continuously variable transmission (CVT) 29 and the transmission 24, and transfers these signals to the respective functional units of the control unit 8. The control unit 81 also transfers control signals and control commands generated by the respective functional units of the control unit 8 to the vehicle operating devices. The gear shift control unit 81 controls vehicle travel based on the movements of the gear shift operating device 19, accelerator pedal 20, brake pedal 21, parking lever 22, etc. The gear shift operation detection unit 82 actively detects the gear shift process in the gear-type transmission 30 based on the detection signal sent from the operation detector 6. The gear shift engine control unit 83 generates a gear shift start engine control command to increase engine speed in response to detection of the start of a gear shift operation by the gear shift operation detection unit 82, and provides the generated command to the engine control unit 5.

[0043] 5 shows three graphs (a), (b), and (c) that explain the gear shifting process. In graph (a), the vertical axis represents engine speed and the horizontal axis represents time, in graph (b), the vertical axis represents the speed of input shaft 40 and the horizontal axis represents time, and in graph (c), the vertical axis represents the amount of operation detected by operation detector 6 and the horizontal axis represents time.

[0044] An example of the gear shifting process will be described below with reference to these graphs. Here, as a prerequisite for gear shifting, it is assumed that the belt-type continuously variable transmission mechanism 29 is in a neutral state and the input shaft 40 is stationary. Next, when the driver begins to operate the gear shift operating device 19 (time TP1), the gear shifting engine control section 83 issues a gear shift start engine control command to the engine control unit 5. This causes the engine control unit 5 to increase the engine speed. When the engine speed exceeds the clutch-in speed of the belt-type continuously variable transmission mechanism 29, the belt-type continuously variable transmission mechanism 29 enters a power transmission state, and the input shaft 40 rotates (time TP2). This rotation of the input shaft 40 eliminates the phase misalignment of the spline, and the gear shifting progresses, completing the gear shifting at time TP3.

[0045] As is clear from graphs (a), (b), and (c), the shift start engine control command increases the engine speed for a predetermined time period starting from the start of the shift operation (time point TP1) and shorter than the total time of the shift operation (TP3-TP1). Therefore, when the gear change is completed, the engine speed returns to its original value (e.g., idling speed). Also, as shown schematically in graph (a), the increase in engine speed due to the shift start engine control command is limited to a value slightly exceeding a pre-calculated clutch-in speed, based on the idling speed. This prevents the engine speed from increasing unnecessarily and from remaining high for an unnecessarily long period of time.

[0046] [Another embodiment] (1) In the above-described embodiment, the gear shift operating device 19 and the shift drum 78 of the gear-type transmission 30 are mechanically connected by a link mechanism or other linking mechanism 79 so as to be capable of transmitting an operation displacement. However, a by-wire system may also be used. FIG. 6 shows a functional block diagram of gear shifting in another embodiment using the by-wire system. In this embodiment, the operation detector 6 is configured to detect the amount of operation of the gear shift operating device 19, and the detection signal from the operation detector 6 is sent to a gear shift operation detection section 82 of the control unit 8. The gear shift operation detection section 82 detects a gear shift operation based on the detection signal from the operation detector 6. Furthermore, the gear shift control section 81 sends a drive signal to the actuator 78a of the shift drum 78 based on the detection signal from the operation detector 6, thereby rotating the shift drum 78. Note that, in this other embodiment, the operation detector 6 may also be arranged to detect the operation of a gear shift operating device such as the shift drum 78.

[0047] (2) In the above-described embodiment, the prerequisite for shifting gears is that the belt-type continuously variable transmission mechanism 29 is in a neutral state and the input shaft 40 is stationary. However, even if the input shaft 40 is rotating, if a phase shift occurs, the engine control command issued by the engine control unit 83 at the start of shifting is valid.

[0048] (3) In the above-described embodiment, the gear shift control system is not limited to being configured with the functional units shown in FIG. 4 or FIG. 6, but may be configured with any combination of functional units. For example, the functional units of the control unit 8 may be further subdivided, or conversely, some or all of the functional units may be combined. For example, the gear shift engine control unit 83 may be provided in the engine control unit 5.

[0049] (4) In the above-described embodiment, a belt-type continuously variable transmission mechanism 29 was provided, but a hydraulic continuously variable transmission mechanism may also be adopted, or the continuously variable transmission mechanism may be omitted and a simple main clutch mechanism may be adopted.

[0050] (5) In the above-described embodiment, the traveling device is configured with a pair of left and right front wheels 11 and a pair of left and right rear wheels 12, but it may also be configured with a three-wheel type or a two-wheel type.

[0051] The configurations disclosed in the above embodiments (including other embodiments, the same applies below) can be applied in combination with configurations disclosed in other embodiments, as long as no contradiction arises. Furthermore, the embodiments disclosed in this specification are examples, and the embodiments of the present invention are not limited to these, and can be modified as appropriate within the scope that does not deviate from the purpose of the present invention. [Industrial Applicability]

[0052] The present invention is applied to a traveling vehicle equipped with a gear-type transmission that can change gear positions. [Explanation of symbols]

[0053] 5: Engine control unit 6: Operation detector 8: Control unit 19: Gear shifting device 23: Engine 24: Transmission (non-synchronized transmission) 29: Belt-type continuously variable transmission 30: Geared transmission 51: Speed ​​change shaft 52: Intermediate shaft 53: Transmission shaft 54: Forward single gear mechanism (gear stage) 56: Two-speed forward gear mechanism (gear stage) 58: Reverse gear mechanism (gear stage) 79: Coordination mechanism 81: Transmission control unit 82: Gear shift operation detection unit 83: Engine control unit during gear shifting

Claims

1. A non-synchronized transmission that changes the speed of the engine's power and transmits it to the driving device; a gear-type transmission provided in the non-synchronous transmission; a gear shift operating device operated by a driver to change the gear stage of the transmission; an engine control unit that controls the engine; a gear shift operation detection unit that detects a shift of the gear stage in the gear-type transmission; a belt-type continuously variable transmission that is interposed between the engine and the gear-type transmission and functions as a centrifugal clutch that cuts off the input of engine power to the gear-type transmission when the engine is operating at an idling speed; a gear shifting engine control unit that generates a gear shifting start engine control command for increasing an engine rotation speed in response to detection by the gear shifting operation detection unit of the start of a gear shifting operation, and provides the gear shifting start engine control command to the engine control unit, The shift start engine control command increases the engine speed so that it exceeds the clutch-in speed of the centrifugal clutch for a predetermined time period starting from the start of the shift operation and shorter than the total time of the shift operation.

2. A moving vehicle as described in Claim 1, wherein the engine control command at the start of gear shifting is generated so that the start of the increase in engine speed is delayed from the start of the gear shifting operation.

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