DE102012108007B4 - Dual-clutch transmission for a vehicle - Google Patents

Abstract

A dual clutch transmission (1) for a vehicle, comprising: a first clutch (21) and a second clutch (22) which are independently connected between an engaged state in which the clutch (21, 22) is rotatably connected to a rotating shaft of a power source , and a disengaged state in which the clutch (21, 22) is disconnected from the power source, are switchable, a first drive shaft (31) which is rotatably connected to the power source through the first clutch (21) so that the first drive shaft (31) can be connected to the power source and disconnected from the power source, a second drive shaft (32) which is rotatably connected to the power source through the second coupling (22), so that the second drive shaft (32) can be connected to the power source and from the Power source is separable, an output shaft (4) rotatably connected to drive wheels, ...

Description

TECHNICAL AREA

The invention relates to a vehicle-mounted dual clutch transmission for a vehicle comprising two clutches which are independently switchable between a clutched and a disengaged state, and more particularly to control timing of execution times of a gear selection operation.

STATE OF THE ART

One embodiment of transmissions for a vehicle is a dual-clutch transmission comprising two clutches, two drive shafts which are connected by the clutches to a motor and separated from a motor, and a plurality of gear sets. An advantage of the dual-clutch transmission is that a smooth gear change operation can be carried out without interrupting the transmitted torque, by changing a torque transmitting clutch from one of the two clutches to the other. For example, a friction clutch driven by a clutch actuator may be used for each of the clutches. Normally, each of the gear sets constitutes between four and seven gears and is selectively meshed and engaged by a known synchronizer. The clutch actuator and the synchronizer are controlled by an electronic control unit (ECU) and the transmission is generally designed as a synchronous automatic transmission.

In many cases, in a dual clutch transmission, a gear selection operation for shortening the gear change operation time is carried out. An example of a speed change control device of an automatic double-clutch transmission is disclosed in Patent Document 1. The speed change control device comprises a speed change control means (speed selection means and speed selection executing means) which selects a next speed among a group of speeds of an opened clutch before controlling the change operation of the torque transmitting clutch between the first and second clutches between the transmission operations of the first and second clutches, and which performs a Gangvorwahlvorgang in which the selected gear for the gear change operation is provided.

Another dual-clutch transmission is from the DE 10 2010 003 165 A1 known. The disclosed dual-clutch transmission includes a transmission gear stage predictor which estimates a temporary change gear stage in response to a state of the vehicle after a pre-shift time. To do so, a controller calculates a vehicle speed after the pre-shift time and an accelerator opening amount after the pre-shift time.

The DE 10 2010 003 168 A1 discloses a transmission comprising a controller having a fast deceleration judge and a fast deceleration processor. A torque fluctuation prevention device stops power transmission from the torque source or stops the power transmission at a current speed step or lower when the vehicle is decelerated quickly.

From the DE 10 2007 000 317 A1 For example, there is known a dual clutch transmission having a first reduction gear train and a second reduction gear train.

A dual-clutch transmission comprising a planetary gear, which is connected to a countershaft of the transmission is known from DE 10 2009 014 940 A1 known. This provides a compact, reliable and fuel efficient dual clutch transmission.

The DE 103 27 438 A1 discloses a method for controlling and / or regulating a transmission, in particular an automated manual transmission, wherein the transmission is controlled by voice input.

In a dual-clutch transmission and a method for performing a circuit in a dual-clutch transmission with at least two transmission input shafts proposes the DE 103 08 689 A1 to perform a torque control on the transmission input shafts associated clutches depending on the load state of the dual clutch transmission and / or the Schaltungsart.

The EP 1 439 087 A2 discloses a method of controlling clutch and engine torque during a shift of an automated manual transmission or a dual clutch transmission. In the case of a slipping or fully opened clutch, an engine speed control takes place until the value of the engine speed has reached a predetermined distance from the transmission input speed of the target gear and the clutch torque has been raised to the final value related to this gearshift.

The motor vehicle transmission device of DE 10 2010 011 103 A1 comprises a control and / or regulating unit, which is intended to recognize a load change situation during the at least one gear change and in Dependence on a load change parameter to request a gearbox request torque.

The method for performing a target gear forecast of DE 10 2005 049 667 A1 uses a neural network.

Another method for controlling an automatic transmission for a motor vehicle is known from EP 1 528 293 A2 known. According to the method new switching characteristics are calculated, wherein for the calculation, an interpolation between adjacent and stored switching characteristics is performed.

In the in the DE 101 16 545 A1 disclosed method for controlling an automatic transmission, an initial phase of a gear change is performed as soon as the operating point falls below a predetermined distance from the shift characteristic. Once a shift command has been generated, the gear shift is completed.

Another method for controlling the circuit of a dual-clutch transmission of a motor vehicle is in the DE 10 2006 005 858 A1 described, wherein corresponding target switching points, in particular for a perceptible by the driver gear change, determined or determined via corresponding stored in a control device characteristics as a function of engine speed.

Not only in a dual-clutch transmission, but also in a conventional automatic transmission, the timing of the execution times of the gear change operation is determined in many cases by a gear change line. The gear change line is set for proper operation of an engine and a transmission for the purpose of fuel economy and drivability (ride comfort and operability). Usually, the gear change line for each upshift and downshift is represented for each gear in a coordinate system in which a horizontal axis shows the vehicle speed and a vertical axis indicates a throttle opening degree of the engine. When an operating point characterizing a condition of the vehicle moves over the gear change line, the gear shift operation is initiated into the gear.

The timing of execution times of the gear preselect operation of a dual-clutch transmission is the same as that of a gear shift operation, and in many cases, the timing of execution times is determined based on the gear preselection line. Normally, the gear preselection line is set to smaller values of the gear change line of the same gear. According to this arrangement, the operating point moves over the speed preselection line, the gear preselection operation is initiated, and the gear train constituting the preselect gear is meshed and engaged. Subsequently, the operating point moves over the gear change line and the gear change operation is initiated, and the change operation of the torque transmitting clutch between the transfer operations of the two clutches is performed. In 4 of Patent Document 1, an example of a transition preselection line is disclosed.

QUOTED DOCUMENTS

Patent Literature

• PATENT DOCUMENT 1 JP 2007-292250 A

SUMMARY OF THE INVENTION

TECHNICAL PROBLEM

Depending on the friction in the transmission, the gear change operation time and the gear preset operation time of the dual clutch transmission change. For example, at low temperatures, the viscosity of a lubricant filled in the transmission case increases, a moving resistance of a rotating body which moves the lubricant, and a frictional resistance of a sliding part are increased, and the speed change operation is affected. Due to this varying amount, it is feared that the gear shift operation time and the gear preset operation time are increased, the start times of the gear shift operation or the gear pre-selection operation are delayed, and the drivability deteriorates. For example, in a shift-up operation immediately after starting a vehicle, the gear-up operation time increases, and if the gear-selection operation can not be completed until the beginning of the next gear-change operation, the gear shift operation is delayed and the vehicle can not accelerate smoothly.

The varying amount that affects the gear change operation time and the gear preset operation time is not only a temperature that influences the friction in the transmission, but also the running time of a vehicle since it was started. That is, immediately after start of the vehicle, a temperature of a lubricant is low, and in addition, the lubricant stays in a bottom portion of the transmission case and is not transported to the various portions of the transmission, and the friction is large. After a certain period of time has elapsed, the gear is warmed up, the temperature of the lubricant increases and the lubricant is transported in the various areas of the transmission and the friction is reduced. The total mileage of the vehicle is also a varying size. That is, in a transmission which has been used for a long time and whose overall running performance is increased, various portions of the transmission are worn, a sliding surface is roughened, the gear rattles and the friction is increased. By reducing the influence of the varying size, it is possible to maintain and increase drivability.

The present invention solves the problem known from the prior art, and it is an object of the invention to provide a dual-clutch transmission for a vehicle which maintains and increases driveability (ride comfort and operability) by optimizing the timing of execution times of a gear-selection operation, varying sizes , such as a temperature that affects the friction in the transmission, are taken into account.

THE SOLUTION OF THE PROBLEM

The invention provides a dual-clutch transmission for a vehicle, comprising: a first clutch and a second clutch that independently of each other between a clutched state in which the clutch is rotatably connected to a rotary shaft of a power source, and a disengaged state in which the clutch disconnected from the power source, a first drive shaft rotatably connected to the power source through the first clutch so that the first drive shaft is connectable to the power source and separable from the power source, a second drive shaft rotatable with the power source is connected by the second clutch, so that the second drive shaft is connectable to the power source and separable from the power source, an output shaft rotatably connected to drive wheels, a first gear mechanism disposed between the first input shaft and the output shaft, comprising a plurality of gear sets constituting a plurality of gears, one of which can selectively mesh and couple a second gear mechanism disposed between the second input shaft and the output shaft, comprising a plurality of gears Transmission gear sets, which constitute a plurality of gears, one of which can selectively mesh and couple, and a control unit, which controls the first clutch, the second clutch, the first gear mechanism and the second gear mechanism, characterized in that the dual-clutch transmission has a temperature sensor, and that the control unit comprises: a gear selection means which selects a suitable one of the gears based on a state of the vehicle, a gear change execution means which, if the appropriate gear is selected, performs a gear shift operation controls from a current gear to the appropriate gear, and which, when the gear train constituting the appropriate gear does not mesh and couple, brings the gear set for meshing and clutching so that a torque can be transmitted, and which is the first clutch or the second clutch, which is rotatably connected to the appropriate gear, brings into the engaged state, a gear selection means which detects a variable, the Gangvorvorvorvorgangzeit influencing size and which receives an advancing set amount, which advances the timing of execution times of a gear selection operation based on the detected varying size variable , a gear selector which, as a pre-selection gear, anticipates one of the gears expected to be the next suitable gear among the gears included in the first or second gear mechanism not including the current gear Adjusting amount, and a gear pre-selecting executing means for bringing the first or second clutch rotatably connected to the pre-selection gear into the disengaged state when the pre-selection gear is selected, and which meshes and couples the pre-gear-constituting gear train so as to transmit a torque wherein the speed change setting means increases or decreases the friction in the first transmission mechanism and the second transmission mechanism, wherein the speed change setting means selects a temperature selected from an oil temperature in the transmission, a temperature in the transmission, and a peripheral temperature of the transmission, and the lower the detected temperature is, the larger the advance setting amount is set.

Further, the invention provides a dual-clutch transmission for a vehicle, comprising: a first clutch and a second clutch that are independently connected between a clutched state in which the clutch is rotatably connected to a rotational shaft of a power source and a disengaged state in which the A first drive shaft rotatably connected to the power source through the first clutch, so that the first drive shaft is connectable to the power source and separable from the power source, a second drive shaft which rotates with the Power source is connected by the second clutch, so that the second drive shaft is connectable to the power source and separable from the power source, a rotatably connected to drive wheels output shaft, a first arranged between the first drive shaft and the output shaft gear mechanism comprising a plurality of Get ratchet blocks constituting a plurality of gears, one of which can selectively mesh and couple, a second gear mechanism interposed between the second input shaft and the output shaft, comprising a plurality of gear sets constituting a plurality of gears, one of which selectively meshes and couples and a control unit that controls the first clutch, the second clutch, the first transmission mechanism, and the second transmission mechanism, characterized in that the control unit includes: a gear selection means that selects a suitable one of the gears based on a state of the vehicle, a gear change executing means which, if the appropriate gear is selected, controls a gear change operation from a current gear to the appropriate gear, and which, when the gear train constituting the suitable gear does not mesh and couple, mesh the gear set for meshing and clutching b rings, so that a torque can be transmitted, and which brings the first clutch or the second clutch, which is rotatably connected to the appropriate gear, in the engaged state, a Gangvorwahleinstellmittel which detects a varying, the Gangvorwahlvorgangszeit influencing magnitude and which pre-offset setting amount which variably advances the timing of execution times of a gear-selecting operation based on the detected varying amount, a gear-selection selecting means which preselects one of the gears which are the next suitable gears among those in the first or second gear mechanism which is not the current one Gear included, the pre-staggering adjustment amount is taken into account, and a speed pre-selection executing means which brings the first or the second rotatably connected to the Vorwahlgang clutch in the disengaged state when the preset gear is selected, and which meshes and meshes the gear train constituting the preset gear, so that a torque can be transmitted, the gear-speed setting means being the varying amount of running time of the vehicle since it was started, and the advanced setting amount becomes larger set, the shorter the runtime.

Further, the invention provides a double-clutch transmission for a vehicle, comprising: a first clutch and a second clutch that are independently connected between a clutched state in which the clutch is rotatably connected to a rotational shaft of a power source and a disengaged state in which the A first drive shaft rotatably connected to the power source through the first clutch, so that the first drive shaft is connectable to the power source and separable from the power source, a second drive shaft which rotates with the Power source is connected by the second clutch, so that the second drive shaft is connectable to the power source and separable from the power source, a rotatably connected to drive wheels output shaft, a first arranged between the first drive shaft and the output shaft gear mechanism comprising a plurality of Get ratchet blocks constituting a plurality of gears, one of which can selectively mesh and couple, a second gear mechanism interposed between the second input shaft and the output shaft, comprising a plurality of gear sets constituting a plurality of gears, one of which selectively meshes and couples and a control unit that controls the first clutch, the second clutch, the first transmission mechanism, and the second transmission mechanism, characterized in that the control unit includes: a gear selection means that selects a suitable one of the gears based on a state of the vehicle, a gear change executing means which, if the appropriate gear is selected, controls a gear change operation from a current gear to the appropriate gear, and which, when the gear train constituting the suitable gear does not mesh and couple, mesh the gear set for meshing and clutching b rings, so that a torque can be transmitted, and which brings the first clutch or the second clutch, which is rotatably connected to the appropriate gear, in the engaged state, a Gangvorwahleinstellmittel which detects a varying, the Gangvorwahlvorgangszeit influencing magnitude and which pre-offset setting amount which variably advances the timing of execution times of a gear-selecting operation based on the detected varying amount, a gear-selection selecting means which preselects one of the gears which are the next suitable gears among those in the first or second gear mechanism which is not the current one Gear included, the pre-staggering adjustment amount is taken into account, and a speed pre-selection executing means which brings the first or the second rotatably connected to the Vorwahlgang clutch in the disengaged state when the preset gear is selected, and which meshes and couples the gear train constituting the default gear, so that a torque can be transmitted, the higher the total mileage, the larger the total running power of the vehicle, and the advance amount setting is set to be the larger the total running power of the vehicle is.

Preferably, the gear-selection means obtains the advancing adjustment amount corresponding to an increased amount of the gear-selection operation time, which is increased by the varying amount.

Further, it is preferable that the power source is an engine, the speed change setting means express the advance setting amount by a change amount of a vehicle speed, the speed selection means corrects a speed preset line expressed as a function of the vehicle speed and a throttle opening degree of the engine taking into account a change amount of the vehicle speed, and the aisle selection means selects the pre-selection based on the correction.

ADVANTAGEOUS EFFECTS OF THE INVENTION

In the dual-clutch transmission for a vehicle according to the present invention, the control unit includes the gear selection means, the gear shift executing means, the gear-selection means, the gear-selection means and the gear-code execution means. The gear-selection means obtains the advancing adjustment amount for variably advancing the timing of the execution times of the gear-selection operation based on the varying amount which influences the gear-selection operation time. Therefore, the advancing adjustment amount is variably set according to the length of the gear preset operation time, and the timing of execution times of the gear selection operation is optimized. According to this embodiment, there are fewer fears that the gear changing operation following the gear selection operation is delayed, and it is possible to obtain the drivability (ride comfort and operability) without being affected by the varying size.

In the embodiment in which the advancing adjustment amount corresponding to an increased amount of the gear selection operation time is obtained, since the start time of the gear selection operation is advanced by a value corresponding to the increased amount, the termination time is optimized. According to this embodiment, the possibility that the gear changing operation following the gear selection operation is delayed is eliminated, and driveability can be obtained.

Further, according to the embodiment in which the temperature is taken into consideration as a varying amount and in which the advanced setting amount is set larger the lower the detected temperature is, it is possible to reliably adjust the increase in the gear selection operation time when a temperature of the lubricant is low and the Friction of the transmission is large, and the drivability can be obtained.

Further, according to the embodiment in which the running time of the vehicle after start-up is taken into account as a varying amount, and in which the advancing set amount is set to be larger, the shorter the running time, it is possible to influence by the large friction in the transmission after Start suppress. In addition, if this operation is performed together with the setting according to the temperature of the lubricant, the driveability can be maintained and increased.

Further, in the embodiment in which the total running performance of the vehicle is taken into account as a varying quantity and in which the advanced setting amount is set larger the larger the total running performance, it is possible to influence the increased friction in the transmission caused by The transmission has been used for a long time to suppress. In addition, if this operation is performed together with the setting in consideration of the temperature of the lubricant, the driveability can be maintained and increased.

Further, in the embodiment in which the engine is used as a power source and in which the advancing set amount is expressed by a change amount of the vehicle speed and in which the speed preset line is corrected in consideration of the change amount of the vehicle speed, it is possible to precisely and easily set the advance setting amount the timing of the execution times of the Gangvorwahlvorgangs to determine.

BRIEF DESCRIPTION OF THE DRAWINGS

1 shows a schematic representation of a dual-clutch transmission for a vehicle according to an embodiment of the invention,

2 shows in a qualitative way the temperature dependence of the gear preselection operation time,

3A FIG. 15 is a diagram showing examples of a gear change line and a gear preselection line of a conventional dual clutch transmission for a vehicle; and FIG

3B is a diagram which explains a method for obtaining the transition preselection line

4 shows diagrams for explaining a method of advancing the transition preselection line, which is performed in the dual-clutch transmission according to the invention for a vehicle,

5 FIG. 12 is a flowchart of a control calculation procedure of the gear selection executed by a control unit; FIG.

6 shows time charts of the upshift from a second gear to a fourth gear in the invention, wherein 6A shows a case where a temperature of the transmission is low and 6B shows a case where the temperature of the transmission is high,

7 shows time charts of an upshift from a second gear to a fourth gear from the prior art, wherein 7A shows a case where a temperature of the transmission is low and 7B shows a case where a temperature of the transmission is high,

8th FIG. 12 is a diagram showing a relationship between the running time of a vehicle since the start and an increased amount of the gear-selection operation time as a varying amount taken into consideration in an application; and FIG

9 FIG. 12 is graphs showing a relationship between the total running power of a vehicle and an increased amount of the gear preselection operation time as a varying amount taken into account in an application. FIG.

DESCRIPTION OF THE EMBODIMENT

An embodiment for carrying out the invention will be made with reference to FIGS 1 to 9 shown below. In 1 is a schematic drawing of a dual-clutch transmission 1 for a vehicle according to an embodiment of the invention. The dual-clutch transmission 1 for a vehicle selects one of five forward gears and one reverse gear, and transmits output torque of an engine 91 to a differential assembly 93 in such a way that the transmission of the output torque can be separated. The dual-clutch transmission 1 for a vehicle includes a first clutch 21 , a second clutch 22 , a first drive shaft 31 , a second drive shaft 32 , an output shaft 4 , a first transmission mechanism 5 , a second transmission mechanism 6 and a control unit 7 ,

The first clutch 21 and the second clutch 22 independently switch between an engaged state in which the clutch is rotatable with an output shaft 92 of the motor 91 , which is a power source, is connected, and a disengaged state in which the clutch from the engine 91 is disconnected. Friction clutches, which with a clutch actuator 23 can be driven, for the first clutch 21 and the second clutch 22 can be used, and a servo motor or a hydraulic drive mechanism can be used for the clutch actuator 23 to be used. The clutch actuator 23 is issued by control commands from the control unit 7 operated, a friction coupling force is set, and clutch torque Tc1 and Tc2 of the first clutch 21 and the second clutch 22 are independently controlled.

The first drive shaft 31 is a shaft which rotates through the first clutch 21 with the engine 91 connected so that the first drive shaft 31 with the engine 91 can be connected and from the engine 91 can be separated. The second drive shaft 32 is a shaft which rotates through the second clutch 22 with the engine 91 is connected, so that the second drive shaft 32 with the engine 91 can be connected and from the engine 91 can be separated. The first drive shaft 31 has a rod shape, the second drive shaft 32 has a cylindrical shape, and the second drive shaft 32 is coaxial about the first drive shaft 31 arranged around. In the drawing is a right end of the first drive shaft 31 with an element of the output side of the first clutch 21 connected, and in the drawing is a left end of the first drive shaft 31 through the second drive shaft 32 out and out of this and is in a ball bearing 36 rotatably mounted. A right end of the second drive shaft 32 is with an element of the output side of the second clutch 22 connected, and a central portion of the second drive shaft 32 is in a ball bearing 37 rotatably mounted.

The output shaft 4 is a shaft, which is rotatably connected to drive wheels (not shown), and which in the drawing parallel below the first drive shaft 31 and the second drive shaft 32 is arranged. Both ends of the output shaft 4 are in conical ball bearings 46 and 47 rotatably mounted. An output gear 48 is on the output shaft 4 near one of the conical ball bearings 46 attached. The output gear 48 engages in the differential arrangement 93 one. Therefore, the output shaft transmits 4 a torque and gives this to the drive wheels through the differential assembly 93 from.

The first gear mechanism 5 is between the first drive shaft 31 and the output shaft 4 arranged, and constituted odd gears, that is, a first gear, a third gear and a fifth gear. The first gear mechanism 5 includes three gear sets 51 . 53 and 55 and one of the gear sets is selectively combed and engaged. More specifically, a first transmission gear 51A at the first drive shaft 31 attached, a third gear wheel 53A is like that on the first drive shaft 31 arranged that the third transmission gear 53A can idle, and a fifth gear wheel 55A is on the first drive shaft 31 attached so that the fifth gear wheel 55A can idle, and these gears are in the drawings in this order from a left side of the first drive shaft 31 arranged starting. A first driven gear 51P is on an opposite side to the output shaft 4 arranged so that the first driven gear 51P can idle, a third driven gear 53P is on the output shaft 4 attached and the fifth driven gear 55P is on the output shaft 4 attached.

The first transmission gear 51A and the first driven gear 51P always intermesh and these are a first gear set 51 which constitutes the first course. When the first driven gear 51P by a collar S1 of a synchromesh mechanism 81 the first gear (synchronizer) rotatable with the output shaft 4 is the first gearset 51 combed and engaged and torque can be transmitted. Similarly, the third transmission gear mesh 53A and the third driven gear 53P always into each other and these are a third gear set 53 , which constitutes the third gear. When the third transmission gear 53A by a collar S35 of a synchromesh mechanism 82 the third to fifth gear rotatable with the first drive shaft 31 is the third gear wheel set 53 combed and engaged and torque can be transmitted. The fifth transmission gear 55A and the fifth driven gear 55P always mesh with each other and these are a fifth gear set 55 , which constitutes the fifth gear. If the fifth gear wheel 55A through the collar S35 of the synchromesh mechanism 82 the third to fifth gear rotatable with the first drive shaft 31 is the fifth gear wheel set 55 combed and engaged, and a torque can be transmitted. Only one, ie the first gearset 51 , the third gear wheel set 53 or the fifth gearset 55 is selectively combed and engaged by an interlock mechanism (not shown).

The second gear mechanism 6 is between the second drive shaft 32 and the output shaft 4 arranged and constituted straight gears, ie a second gear and a fourth gear. The second gear mechanism 6 includes two gear sets 62 and 64 and one of the gear sets can be selectively meshed and engaged. More specifically, a fourth transmission gear 64A and a second transmission gear 62A attached in the drawing in this order from the left side to the second drive shaft. Next are a fourth driven gear 64P and a second driven gear 62P on an opposite side to the output shaft 4 arranged so that the fourth driven gear 64P and the second driven gear 62P can run empty.

A fourth transmission gear 64A and the fourth driven gear 64P always intermesh and these are a fourth gear set 64 , which constitutes the fourth gear. When the fourth driven gear 64P by a sleeve S24 of a synchromesh mechanism 83 the second to fourth gear rotatable with the output shaft 4 is connected, the fourth gear set is meshed and engaged and torque can be transmitted. Likewise mesh the second gear 62A and the second driven gear 62P always into each other and these are a second gear set 62 , which constitutes the second gear. If the second driven gear 62P through the sleeve S24 of the synchromesh mechanism 83 the second to fourth gear rotatable with the output shaft 4 is connected, is the second gear set 62 combed and engaged and torque can be transmitted. The fourth gear set or the second gear set is by the synchromesh mechanism 83 the second to fourth gear selectively combed and engaged.

An arrangement of a conventional gear train (not shown) may be suitably used as a reverse gear.

The control unit 7 controls the first clutch 21 , the second clutch 22 , the first gear mechanism 5 and the second transmission mechanism 6 , That means the control unit 7 different information detected, such as an operating condition of the engine 91 and a vehicle speed, and that the control unit 7 the clutch actuator 23 and the three synchronous transmission mechanisms 81 . 82 and 83 controlled in conjunction with each other. The control unit 7 may comprise an electronic control unit (ECU) equipped with a microcomputer and operated by software. The control unit 7 can also exercise control in conjunction and in cooperation with a variety of electronic units (ECU). The control unit 7 comprises various functional means comprising a gait selection means 71 , a gear change executing agent 72 , a gear-selection means 73 , a gear selector selector 74 and a gear selector executing means 75 , Details of these are described below.

The gear selection means 71 selects an appropriate gear based on a state of a vehicle. Under a condition of a vehicle becomes a gear of the transmission 1 , which is currently meshed and engaged, a vehicle speed, or a throttle opening degree of the engine 91 Understood. The gear selection means 71 selects a suitable one of the gears based on a gear change line described later. That is, when an operating point indicative of the state of a vehicle is moving over the gear change line of a certain gear, the corresponding gear is selected.

When a suitable gear is selected, the gear shift executing means controls 72 the gear change process from the current gear to the appropriate gear. When a gear train constituting a suitable gear is not meshed and engaged, the gear shift executing means controls 72 First, one of the synchronous transmission mechanisms to comb and engage the appropriate gear, so that a torque can be transmitted. If the corresponding gear train already by the Gangvorwahlausführmittel 75 is combed and engaged, the process described above is unnecessary. Next, the gear change executor brings 72 the first clutch 21 or the second clutch 22 , which is rotatably connected to the appropriate gear, in the engaged state. Normally, the other clutch is disconnected in synchronism with this operation and the clutch, which transmits a torque, is changed between the two clutches.

The gear-selection means 73 detects a varying amount which influences the gear-selecting operation time, and obtains an advancing setting amount to variably advance the timing of execution times of the gear-selecting operation based on the detected varying amount. The gear-selection means 73 detected as a varying size, a temperature, in particular an oil temperature in the transmission 1 , an air temperature in the transmission 1 , a peripheral temperature of the transmission 1 wherein there is a temperature which is the friction in the first gear mechanism 5 and in the second transmission mechanism 6 increased or decreased, taken into account. A temperature sensor can be near or in the transmission 1 be arranged to detect the temperature.

For example, an oil temperature sensor may be disposed on an inner surface or an outer surface of the bottom of a transmission case. Alternatively, the result of a measurement of an existing temperature sensor may be utilized or the result of the detection may be corrected to a temperature of the transmission 1 estimate. For example, it is possible the peripheral temperature of the transmission 1 from a result of measuring an intake air temperature sensor attached to the engine 91 is arranged to estimate when the engine 91 and the gearbox 1 are arranged in the same engine compartment.

When a temperature of the transmission 1 Low is the viscosity of a lubricant which is in the transmission 1 is filled, big, the engagement friction of the teeth of the gear sets 51 . 53 . 55 . 62 and 64 is increased, and the friction of the bearings 36 . 37 . 46 and 47 is increased. When the synchromeshing mechanisms 81 to 83 are operated, the synchronization time, which is needed until the synchronization is reached, increased. Conversely, if the temperature is high, the viscosity of the lubricant becomes small, the meshing friction in the transmission 1 and the bearing friction are reduced, and the synchronization time of the synchronous transmission mechanisms 81 to 83 is reduced.

As a result, increases or decreases as in 2 shown the gear preselection operation time tp. 2 shows qualitatively the temperature dependence of the gear preselection operation time tp, where a horizontal axis is a temperature T of the transmission 1 and a vertical axis shows the gear preselection operation time tp. A like in 2 shown relationship can be obtained by an experiment, a simulation or a theoretical analysis. As in 2 As shown, the lower the temperature T of the transmission, the more significantly the gear preset operation time tp increases 1 becomes. On the other hand, the lower the detected temperature T is, the larger the advance setting amount is set, and the gear-selection means 73 obtains and sets the advancing set amount corresponding to an increased amount of the gear preset operation time tp as described later.

The gear selector selection means 74 selects, as a pre-selection gear, a gear which is expected to be the next suitable gear among the gears included in the first or second transmission mechanism not including the current gear, taking into consideration the advance setting amount. As described later, the gear selector selects means 74 a pre-selection based on a Vorwahlwahllinie, wherein the Vorvorwahllinie is expressed in the same coordinates as the gear change line and wherein the correction is taken into account by the Vorssetzenden setting amount. This means that when the operating point characterizing the condition of a vehicle moves beyond the corrected gear preselection line of a particular gear, that gear is selected as a pre-selection gear.

When the preset gear is selected, the gear selector executor brings 75 the first clutch 21 or the second clutch 22 , which is rotatably connected to the preselection gear in the disengaged state, controls the Gangvorwahlausführmittel 75 the synchronous transmission mechanisms, and leaves the Gangvorwahlausführmittel 75 combing and coupling the preselection gear, so that a torque can be transmitted. In other words, the gear selector executor brings 75 one of the clutches, to which torque is not currently transmitted, is in the disengaged state and previously meshes and clutches a gear wheel of a gear expected to be the next suitable gear. According to this embodiment, in the next gear change operation, the change of the clutch which transmits a torque between the two clutches 21 and 22 be carried out immediately, and the gear change operation time can be shortened to a large extent.

Next, the gear shift line and the gear preselection line will be described. In 3A In a diagram, examples of a gear change line and a gear preselection line of a known dual-clutch transmission for a vehicle are shown, and in the diagram of FIG 3B is a method for obtaining the gear preselection explained. The diagrams of 4 FIG. 12 are diagrams for explaining a correction method by advancing the gear preselection line which is in the embodiment of the dual-clutch transmission 1 for a vehicle. 3 and 4 show an example of a case in which a vehicle is running using a second gear and is upshifted from the second gear to the third gear, this principle can also be applied to gear changes in other gears.

In 3A shows a horizontal axis of a vehicle speed ω, and a vertical axis shows a throttle opening degree A of the engine 91 , In the drawing, a 2 → 3-speed changeover line for determining a start of a speed change operation from the second speed to the third speed is shown by a solid line, and a 1 → 3 speed preselection line for determining a start of a speed preselect operation from the first speed to the third speed Gang is shown with a broken line. The 2 → 3-speed preselection line is shown with a polygonal line, which is bent at two locations as shown in the drawings. That is, in a region where the throttle opening degree A is small, the vehicle speed ω is set as a small constant value, and the 2 → 3-speed change line is shown as a vertical line. In a region where the throttle opening degree A is in a middle degree range, the vehicle speed ω is gradually increased as the throttle opening degree A is increased, and the 2 → 3-speed change line is shown as a diagonal right-upward rising line. In a region where the throttle opening degree A is large, the vehicle speed ω is set as a large constant value and the 2 → 3-speed change line is shown as a vertical line. Such a gear change line is also used for an automatic transmission having only one clutch, and the gear change line becomes for the purpose of fuel economy and driveability based on the characteristic of the engine 91 and the transmission 1 established.

On the other hand, the gear preselection line is not used in the automatic transmission having only one clutch, but it is used in a dual clutch transmission. As in 3A As shown, the 1 → 3-speed preselection line is shifted to the side of lower vehicle speeds in comparison with the 2 → 3-speed change line, and the 1 → 3-speed preselection line is represented by a polygonal line having a similar shape which is folded in two places. For example, assuming a throttle valve opening degree A1, a vehicle speed ω2 at a point P1 on the 1 → 3-speed preselection line is set to be in the direction of lower vehicle speeds at a point Q1 on the 2 → 3-speed change gear as compared with the vehicle speed ω1 a change amount Δω1 is shifted. Methods for obtaining the vehicle speed ω2 and the amount of change Δω1 are in 3B shown.

In 3B For example, a horizontal axis indicates time t, and each graph shows a vehicle speed ω of a vehicle running in second gear, an output torque Te, and a throttle opening degree A of the engine 91 in this order from above. As shown in the drawing, the vehicle has a given acceleration performance, and the vehicle speed ω increases as time progresses on the condition that a throttle opening degree A is equal to A1 and constant and the output torque Te is equal to Te1 and constant. When the time at which the vehicle speed ω reaches the vehicle speed ω1 corresponding to a point Q1 is defined as time t2, the vehicle speed ω2 becomes the value of a point P1 at time t1 which is earlier than time t2 at gear preset operation time tp1 Throttle opening degree A1 defined on the 1 → 3-speed preselection line. That is, the point P1 is shifted to the side of lower vehicle speeds by the amount of change Δω1 = (ω1 - ω2) of the vehicle speed during the gear preset operation time tp1 (time t1 to t2) as compared with the point Q1.

In reality, the gait preselection operation time tp1 may be changed by the influences of various varying magnitudes, however, in the prior art, standard gait preselection operation times are usually set and the transition preselection line is determined uniformly.

According to the embodiment, the speed preselection line is advanced and corrected when the gear preselection operation time tp2 becomes large. That is, at a throttle opening degree A1, as in FIG 4A shown, the beginning of the operation is not determined at the point P1 on the 1 → 3-Vorwahlwahllinie, but to a point P2, which is vorzusetzt towards lower vehicle speeds. The 2 → 3-speed change line and the 1 → 3-speed preselection line in 4A are the same as the ones in 3A and the method for obtaining a change amount Δω3 of the vehicle speed between the points P1 and P2 is shown in FIG 4B shown.

In 4B For example, a horizontal axis indicates the common time t, and one graph each shows a vehicle speed ω of a vehicle running in second gear, an output torque Te, and a throttle opening degree A of the engine 91 in this order from above. The shape of the graph is the same as the one in 3B shown. As shown in the drawing, this case differs from the case which in 3B is shown in that the gear preset operation time tp2 is longer than the gear preset operation time tp1 3B , Therefore, the time t3, which is earlier than the time t2 by the gear preselection operation time tp2, is earlier than that in FIG 3B shown time t1. Here, the point P2 is shifted by the amount of change Δω2 (= ω1 - ω3) of the vehicle speed during the gear preset operation time tp2 (time t3 to t2) from the point Q1 toward lower vehicle speeds. A change amount Δω3 of the vehicle speed between the points P1 and P2 is obtainable by Δω3 = Δω2-Δω1.

The gear-selection means 73 receives the gear preselection operation time tp from the temperature T of the transmission 1 using the in 2 represented relationship. In the embodiment, the gear-selection means includes 73 a gear preselect operation time table in which a relationship between the temperature T of the transmission 1 and the gear preset operation time tp is listed, and the gear-selection operation means 73 obtains the gear preselection operation time tp using the table. The method is not limited to the gear preset operation time table, and other methods such as estimation calculation may be used. The gear-selection means 73 expresses an advancing set amount corresponding to an increased amount of the gear preset operation time tp by using the in 4 shown relationships with a change amount of a vehicle speed. For example, the gear-selection means presses 73 the advancing set amount by a change amount Δω3 of the vehicle speed corresponding to the in 4 shown Gangvorwahlvorgangszeit tp2 off.

The gear selector selection means 74 selects a preselection gear in consideration of a change amount of the vehicle speed expressing the advancing set amount. For example, when the operating point characterizing the state of the vehicle moves laterally beyond the point P2 from left to right in the drawing, the gear selector selects 74 taking into account the in 4 shown change amount Δω3 the third gear as the preselection.

The 2 → 3-speed change line and the 1 → 3-speed preselection line of 4A are determined, but a position of the point P2 is changed according to the state of the vehicle. Therefore, the gear-selection means guide 73 and the gear selector 74 successively pre-selection control calculations during operation of the vehicle by. 5 is a flowchart, which is one through the control unit 7 performed Gangvorwahlkontrollberechnung represents.

In step S1 in FIG 5 multiplies the control unit 7 the output torque Te of the engine 91 with a current transmission ratio G of the transmission 1 to calculate an axle torque Td. Since the output torque Te is not actually measured in many cases, it is estimated from the information such as a throttle opening degree. Next, the gait preset operation time tp is estimated in step S2 using the gait preset operation time table. Next, in step S3, a change amount Δω3 of the vehicle speed caused by the increased gear preset operation time tp is calculated. The amount of change Δω3 is obtained by multiplying the axle torque Td by the increased time (= gear preset operation time tp standard operation time tp0) and dividing the result of the multiplication by a vehicle moment of inertia J.

Next, the default gear preselection vehicle speed ω2, that is, when the gear preset operation time tp is not increased, is read from the gear preselection line in step S4. Thereafter, in step S5, the amount of change Δω3 is subtracted from the standard gear preselection vehicle speed ω2 to calculate the actual gear preselection vehicle speed ω3. In the next step S6, a beginning of the Gear preselection operation determined (Gangvorwahlbestimmung). That is, a check is made as to whether the current vehicle speed ω becomes a gear-preset vehicle speed ω3 or higher, and the procedure proceeds to step S7 if this condition is satisfied, and the gear-selecting operation is performed. Subsequently, conditions such as a gear which is a candidate for the gear selection operation are set and changed, and the procedure returns to step S1. If the condition is not satisfied in step S6, the procedure immediately returns to step S1. Then, a passage of the control calculation of the gear preset is completed, and the steps are repeated thereafter.

Next, the speed change operation and the gear preset operation of the embodiment of the dual clutch transmission will be described 1 for a vehicle compared with the conventional technique described. The 6 show time charts of an upshift from the second gear to the fourth gear in the embodiment, wherein 6A shows a case in which the temperature T of the transmission 1 low and 6B shows a case in which the temperature T of the transmission 1 is high. 7 show time diagrams of an upshift from the second gear to the fourth gear from the prior art, wherein 7A shows a case in which the temperature of the transmission is low and 7B shows a case in which the temperature of the transmission is high.

6A and 6B and 7A and 7B are shown in a conventional manner, horizontal axes show the common time axis and the diagrams show, from top to bottom, gears, the presets of the first and second gear mechanism 5 and 6 , the number Ne of revolutions of the output shaft 92 of the motor 91 , and the numbers Ni1, Ni2 of the revolutions of the first and second drive shafts 31 and 32 , In the diagrams, the gears and presets are shown as broken lines when the gear is selected, and when actually changing from a gear to this gear, they are shown as solid lines.

The number of revolutions Ne of the output shaft 92 of the motor 91 is represented by a solid line and the number of revolutions Ni1, Ni2 of the first and second drive shafts 31 and 32 are shown with broken lines. Therefore, when the solid line representing the number of revolutions Ne is superposed on one of the broken lines representing the number of revolutions Ni1 and Ni2, one of the first and second clutches 21 and 22 in the engaged state and the other clutch is in the disengaged state. When the number Ne of revolutions represented by the solid line is between the numbers of revolutions Ni1 and Ni2 shown by the broken lines, both the first and second clutches are 21 and 22 in the engaged state and the clutch, which transmits a torque, is changed between the two clutches.

In 6B showing a state in which the temperature T of the transmission 1 is high, is the first clutch 21 brought into the disengaged state and the second clutch 22 is placed in the engaged state at time t10, the second gear set 62 is crimped and engaged, and the vehicle is running in second gear. At the time t11, when the third speed is selected as the preset speed, the third speed gear becomes 53 is crunched and engaged, for which the gait preselection operation time tp3 is consumed, and the gait preselection operation is finished at the time t12. Next, when the third gear is selected as the gear at time t13, the clutch which transmits a torque changes from the second clutch 22 to the first clutch 21 , and the gear change operation is completed at time t14.

Subsequently, when the fourth gear is selected as a pre-selection gear at time t15, the fourth gear set is 64 is crunched and engaged, for which the gait preselection operation time tp4 is consumed, and the gait preselection operation is finished at time t16. Thereafter, when the fourth gear is selected to be the gear at time t17, the clutch which transmits a torque changes from the first clutch 21 to the second clutch 22 , and the gear change operation is completed at time t18.

In 6A showing the case where the temperature T of the transmission 1 is low, the timing of the execution times of the gear selection operation is increased by the increased amount tp5 of the gear selection operation by the action of the gear selection means 73 set to front. Therefore, the third gear is selected as a pre-selection gear at time t11f, which is earlier than in 6B shown time t11. According to this embodiment, the gear set becomes 53 combed and engaged, for which the long gear preselection operation time tp5 is consumed, and the time t12 at which the Gang pre-selection is finished, the same as the one in 6B shown.

The fourth-speed-gear-selecting operation is correspondingly the same, and the fourth-speed gear is selected as a pre-selection gear at the time t15f, which is advanced by the increased amount of the gear-selecting operation time tp6. The fourth gear set 64 is crunched and engaged, for which the long gear-selection operation time tp6 is consumed, and the time t16 at which the gear-selection operation is completed becomes the same as in FIG 6B shown.

7B shows the case where a temperature of a prior art transmission is high, and corresponds to that in FIG 6B shown case, and 7A shows the case where the temperature is low, and the case of 6A different. Because in 7A the correction of the gear preselection line is not performed in the known method, the third gear is selected as a pre-selection gear at the time t11, which is the same as that in FIG 7B , According to this arrangement, the third gear set becomes 53 is crimped and engaged, for which the long gear preselection operation time tp5 is consumed, and the timing t12r at which the gear selection operation is completed is opposite to that in FIG 7B delayed time t12. This deceleration affects the subsequent operations, and time t13r at which the third speed is selected as a speed and time t14r at which the speed change operation is completed are also opposite to those in FIG 7B shown delayed.

Subsequently, when the fourth gear is selected as the gear preset at the time t15r, the timing t16r at which the gear selection has been completed is more significantly delayed because the fourth gear set 64 is combed and engaged, for which a long gear preset operation time tp6 is consumed. This above-average lag affects the subsequent operations, and the timing t17r at which the fourth gear is selected as the gear and the timing at which the gear shift operation is completed are also significant as compared with those in FIG 7B shown delayed.

In the embodiment, as described above, the same gear changing operations and the same gear selecting operations as in the prior art are performed when the temperature T of the transmission 1 is high, and when the temperature T of the transmission 1 is low, the gear preselection line is advanced by the increased amount of the gear preset operation time, and the timing of the execution times of the gear selection operation is advanced.

According to the embodiment of the dual-clutch transmission 1 for a vehicle, the start of the gait preselection operation is variably advanced by the increased amount of the gait preselection operation time tp, the temperature T of the transmission 1 is considered as a varying quantity which influences the gear preselection operation time tp. Therefore, the completion time is optimized. According to this embodiment, there is no fear that the gear changing operation following the gear-dialing operation is delayed, and the drivability (ride comfort and operability) can be obtained.

Next is the engine 91 is used as the power source, the advancing set amount is expressed by the amount of change Δω3 in the vehicle speed, and the speed preset line is corrected in consideration of the change amount Δω3 of the vehicle speed. It is therefore possible to precisely and easily set the advance setting amount of the timing of execution times of the gear selection operation.

Next, a dual-clutch transmission for a vehicle in an application to which the embodiment is applied will be described. The varying quantities which influence the gear preselection operation time are not only the temperature which influences the friction in the transmission, but also a running time of a vehicle after it has been started and a total running power of the vehicle. In the application, the same device arrangement as that of the embodiment is used, the above-described varying quantities are taken into consideration in addition to the temperature, the increased amount of the gear selection operation time is estimated, and the advanced adjustment amount of the timing of execution times of the gear selection is set.

The diagram 8th FIG. 12 shows a relationship between the running time tr of a vehicle since it was started and an increased amount Δtp1 of a gear-selecting operation time tp, which are considered in the application as varying quantities. As shown in the drawing, a temperature of a lubricant immediately after the vehicle start is low, and in addition, the lubricant remains at the bottom of the transmission case and is not distributed to the various portions of the transmission. Therefore, the increased amount Δtp1 is large. When a certain amount of the running time tr1 has elapsed, the transmission is warmed up, the temperature of the lubricant is increased, the lubricant is distributed to the various areas, and the increased amount Δtp1 is substantially eliminated as shown in the drawing.

The diagram 9 FIG. 12 shows a relationship between a total running power L of a vehicle and an increased amount Δtp2 of a gear-selecting operation time tp, which are considered in the application as varying quantities. As in 9A shown, when a transmission is used for a long time and the total running power L is increased, various areas of the transmission worn. Therefore, the increased amount Δtp2 of the gear preset operation time tp increases. The increased amount Δtp2 can be changed by a stepwise change as in 9B be approximated.

The increased amounts .DELTA.tp1 and .DELTA.tp2 of the gear-selection operation time t.sub.p may be as shown in FIG 8th and 9 shown by experiment, by sampling, simulation or theoretical analysis. In the application, the gear-selection means estimates 73 the gear preselection operation time tp by adding at least one of the increased amounts Δtp1 and Δtp2 in consideration of the influence of the temperature T of the transmission 1 and of at least one of the magnitudes tr since the vehicle was started and the total mileage L of the vehicle.

According to the application of the dual-clutch transmission for a vehicle, the running time of the vehicle since the start and the total running power of the vehicle are considered as varying quantities, and the advanced setting amount of the gear-selecting operation is set. Therefore, the influence of the warm-up of the transmission and the influence of the mileage can be suppressed, and adjustment with respect to the temperature of the lubricant is performed together, whereby the driveability can be maintained and increased.

As described in the embodiment, the odd gears in one of the first or second gear mechanisms are preferred 5 or 6 is constituted, and the even gears are constituted in the other transmission mechanism, but the invention is not limited to this arrangement. The present invention can also be applied to a transmission in which gears to constitute a countershaft and an intermediate shaft in addition to the first and second drive shaft 31 and 22 and the output shaft 4 are arranged. Furthermore, the invention can be applied and modified in many ways.

LIST OF REFERENCE NUMBERS

1

Dual-clutch transmission for a vehicle,

21

First clutch,

22

Second clutch,

23

clutch,

31

First drive shaft,

32

Second drive shaft,

4

Output shaft

5

First gear mechanism,

51, 53, 55

First gear set, third gear set, fifth gear set,

6

Second gear mechanism,

62, 64

Second gear set, fourth gear set,

7

Control unit

71

Gear selection means

72

Gangwechselausführmittel,

73

Gangvorwahleinstellmittel,

74

Gear pre-selection means

75

Gangvorwahlausführmittel,

81

Synchronous transmission mechanism of the first gear,

82

Third to fifth gear synchromesh mechanism,

83

Second to fourth gear synchromesh mechanism,

91

Engine,

92

output shaft

93

Differential assembly,

T

Temperature of the gearbox,

tp, tp1-tp6

Gear preselection process time

A, A1

Throttle opening,

ω, ω1-ω3

Vehicle speed,

Δω1-Δω3

Amount of change in vehicle speed,

Ni1, Ni2

Number of revolutions of the first and second driveshaft,

ne

Number of revolutions of the output shaft of the engine,

Δtp1, Δtp2

Increased amount of gear preselection time,

tr

Runtime since the vehicle was started,

L

Total mileage of the vehicle.

Claims (5)

A dual-clutch transmission ( 1 ) for a vehicle, comprising: a first clutch ( 21 ) and a second clutch ( 22 ), which independently of each other between a coupled state, in which the clutch ( 21 . 22 ) is rotatably connected to a rotary shaft of a power source, and a disengaged state in which the clutch ( 21 . 22 ) is disconnected from the power source, are switchable, a first drive shaft ( 31 ) which rotates with the power source through the first clutch ( 21 ), so that the first drive shaft ( 31 ) is connectable to the power source and separable from the power source, a second drive shaft ( 32 ) which rotates with the power source through the second clutch ( 22 ), so that the second drive shaft ( 32 ) connectable to the power source and is separable from the power source, a rotatably connected to drive wheels output shaft ( 4 ), a first between the first drive shaft ( 31 ) and the output shaft ( 4 ) arranged gear mechanism ( 5 ) comprising a plurality of gear sets ( 51 . 53 . 55 ) which constitute a plurality of gears, one of which can selectively mesh and couple, a second between the second drive shaft ( 32 ) and the output shaft ( 4 ) arranged Gear mechanism ( 6 ) comprising a plurality of gear sets ( 62 . 64 ) which constitute a plurality of gears, one of which can selectively mesh and couple, and a control unit which controls the first clutch ( 21 ), the second clutch ( 22 ), the first transmission mechanism ( 5 ) and the second transmission mechanism ( 6 ), characterized in that the dual-clutch transmission has a temperature sensor, and in that the control unit comprises: a gear selection means ( 71 ), which selects a suitable one of the gears based on a state of the vehicle, a gear change executing means (FIG. 72 ), which, if the appropriate gear is selected, controls a gear change operation from a current gear to the appropriate gear, and which, when the gear train constituting the appropriate gear ( 51 . 53 . 55 . 62 . 64 ) does not mesh and couple the gear set ( 51 . 53 . 55 . 62 . 64 ) for combing and coupling, so that a torque can be transmitted, and which the first clutch ( 21 ) or the second clutch ( 22 ) which is rotatably connected to the appropriate gear, brings in the engaged state, a gear-selection means ( 73 ) which detects a varying magnitude affecting the gait preselection operation time (tp, tp1, tp2, tp3, tp4, tp5, tp6) and which obtains an advancing adjustment amount which variably advances the timing of execution times of a gait preselection operation based on the detected varying amount . a gear selector selection means ( 74 ), which as a preselection one of the gears, which are the next suitable gears among those in the first or in the second gear mechanism ( 5 . 6 ), which does not include the current gear, are expected to be included, taking into account the advancing setting amount, and a gear prefeed executing means (FIG. 75 ), which connects the first or the second clutch rotatably connected to the preselection gear ( 21 . 22 ) brings into the disengaged state when the preselection gear is selected, and which the gearset constituting the preselection gear ( 51 . 53 . 55 . 62 . 64 ) and couple, so that a torque can be transmitted, wherein the Gangvorwahleinstellmittel ( 73 ) comprises, as a variable quantity, a temperature (T) which determines the friction in the first gear mechanism ( 5 ) and in the second gear mechanism ( 6 ) increases or decreases that the gear-selection means ( 73 ) detects a temperature (T) selected from an oil temperature in the transmission, a temperature in the transmission and a peripheral temperature of the transmission, and that the lower the detected temperature (T) is, the larger the advance setting amount is set. A dual-clutch transmission ( 1 ) for a vehicle, comprising: a first clutch ( 21 ) and a second clutch ( 22 ), which independently of each other between a coupled state, in which the clutch ( 21 . 22 ) is rotatably connected to a rotary shaft of a power source, and a disengaged state in which the clutch ( 21 . 22 ) is disconnected from the power source, are switchable, a first drive shaft ( 31 ) which rotates with the power source through the first clutch ( 21 ), so that the first drive shaft ( 31 ) is connectable to the power source and separable from the power source, a second drive shaft ( 32 ) which rotates with the power source through the second clutch ( 22 ), so that the second drive shaft ( 32 ) connectable to the power source and is separable from the power source, a rotatably connected to drive wheels output shaft ( 4 ), a first between the first drive shaft ( 31 ) and the output shaft ( 4 ) arranged gear mechanism ( 5 ) comprising a plurality of gear sets ( 51 . 53 . 55 ) which constitute a plurality of gears, one of which can selectively mesh and couple, a second between the second drive shaft ( 32 ) and the output shaft ( 4 ) arranged gear mechanism ( 6 ) comprising a plurality of gear sets ( 62 . 64 ) which constitute a plurality of gears, one of which can selectively mesh and couple, and a control unit which controls the first clutch ( 21 ), the second clutch ( 22 ), the first transmission mechanism ( 5 ) and the second transmission mechanism ( 6 ), characterized in that the control unit comprises: a gear selection means ( 71 ), which selects a suitable one of the gears based on a state of the vehicle, a gear change executing means (FIG. 72 ), which, if the appropriate gear is selected, controls a gear change operation from a current gear to the appropriate gear, and which, when the gear train constituting the appropriate gear ( 51 . 53 . 55 . 62 . 64 ) does not mesh and couple the gear set ( 51 . 53 . 55 . 62 . 64 ) for combing and coupling, so that a torque can be transmitted, and which the first clutch ( 21 ) or the second clutch ( 22 ) which is rotatably connected to the appropriate gear, brings in the engaged state, a gear-selection means ( 73 ) which detects a varying magnitude affecting the gait preselection operation time (tp, tp1, tp2, tp3, tp4, tp5, tp6) and which obtains an advancing adjustment amount which variably advances the timing of execution times of a gait preselection operation based on the detected varying amount , a gear selector ( 74 ), which as a preselection one of the gears, which are the next suitable gears among those in the first or in the second gear mechanism ( 5 . 6 ), which does not include the current gear, are expected to be included, taking into account the advancing setting amount, and a gear prefeed executing means (FIG. 75 ), which connects the first or the second clutch rotatably connected to the preselection gear ( 21 . 22 ) brings into the disengaged state when the preselection gear is selected, and which the gearset constituting the preselection gear ( 51 . 53 . 55 . 62 . 64 ) and couple, so that a torque can be transmitted, wherein the Gangvorwahleinstellmittel ( 73 ) as the varying size, the running time (tr) of the vehicle after it has been started, and the shorter the running time (tr), the larger the pre-offset setting amount is set. A dual-clutch transmission ( 1 ) for a vehicle, comprising: a first clutch ( 21 ) and a second clutch ( 22 ), which independently of each other between a coupled state, in which the clutch ( 21 . 22 ) is rotatably connected to a rotary shaft of a power source, and a disengaged state in which the clutch ( 21 . 22 ) is disconnected from the power source, are switchable, a first drive shaft ( 31 ) which rotates with the power source through the first clutch ( 21 ), so that the first drive shaft ( 31 ) is connectable to the power source and separable from the power source, a second drive shaft ( 32 ) which rotates with the power source through the second clutch ( 22 ), so that the second drive shaft ( 32 ) connectable to the power source and is separable from the power source, a rotatably connected to drive wheels output shaft ( 4 ), a first between the first drive shaft ( 31 ) and the output shaft ( 4 ) arranged gear mechanism ( 5 ) comprising a plurality of gear sets ( 51 . 53 . 55 ) which constitute a plurality of gears, one of which can selectively mesh and couple, a second between the second drive shaft ( 32 ) and the output shaft ( 4 ) arranged gear mechanism ( 6 ) comprising a plurality of gear sets ( 62 . 64 ) which constitute a plurality of gears, one of which can selectively mesh and couple, and a control unit which controls the first clutch ( 21 ), the second clutch ( 22 ), the first transmission mechanism ( 5 ) and the second transmission mechanism ( 6 ), characterized in that the control unit comprises: a gear selection means ( 71 ), which selects a suitable one of the gears based on a state of the vehicle, a gear change executing means (FIG. 72 ), which, if the appropriate gear is selected, controls a gear change operation from a current gear to the appropriate gear, and which, when the gear train constituting the appropriate gear ( 51 . 53 . 55 . 62 . 64 ) does not mesh and couple the gear set ( 51 . 53 . 55 . 62 . 64 ) for combing and coupling, so that a torque can be transmitted, and which the first clutch ( 21 ) or the second clutch ( 22 ) which is rotatably connected to the appropriate gear, brings in the engaged state, a gear-selection means ( 73 ) which detects a varying magnitude affecting the gait preselection operation time (tp, tp1, tp2, tp3, tp4, tp5, tp6) and which obtains an advancing adjustment amount which variably advances the timing of execution times of a gait preselection operation based on the detected varying quantity , a gear selector ( 74 ), which as a preselection one of the gears, which are the next suitable gears among those in the first or in the second gear mechanism ( 5 . 6 ), which does not include the current gear, are expected to be included, taking into account the advancing setting amount, and a gear prefeed executing means (FIG. 75 ), which connects the first or the second clutch rotatably connected to the preselection gear ( 21 . 22 ) brings into the disengaged state when the preselection gear is selected, and which the gearset constituting the preselection gear ( 51 . 53 . 55 . 62 . 64 ) and couple, so that a torque can be transmitted, wherein the Gangvorwahleinstellmittel ( 73 ) as a varying amount includes the total running power (L) of the vehicle, and that the larger the total running power (L) is, the larger the advance setting amount is set. The double-clutch transmission for a vehicle according to any one of claims 1 to 3, characterized in that the gear-selection means ( 73 ) receives the advancing adjustment amount corresponding to an increased amount of the gear select operation time (Δtp1, Δtp2) which is increased by the varying amount. The double-clutch transmission for a vehicle according to any one of claims 1 to 4, characterized in that the power source is a motor ( 91 ) is that the gear-selection means ( 73 ) expresses the advancing set amount by a change amount of a vehicle speed (Δω1, Δω2, Δω3) that the gear selection means ( 74 ) one by a function of the vehicle speed (ω, ω1, ω2, ω3) and a Throttle opening degree (A, A1) of the engine ( 91 ) is corrected in consideration of a change amount of the vehicle speed (Δω1, Δω2, Δω3), and that the speed selection means ( 74 ) selects the pre-selection based on the correction.

Images