JP2003139237A - Pre-select type multi-stage transmission and controller therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a multi-stage transmission performing jumping gear-shifting to a shifting stage higher or lower by two or more stages with high response, and also to provide a controller therefor. SOLUTION: This transmission comprises three or more input clutches C1 , C2 , C3 , input members 3, 4, 5 provided for each input clutch, gear pairs 8 to 15 which are provided between the input member and an output member and which have ratios different from each other, and connecting mechanism S1 , S2 , S3 for selectively connecting the gear pairs to the input member or the output member so as to transmit torque between the input member and the output member through the gear pair. At least the two gear pairs are connected to any of the input members where power is transmitted by any of the input clutches. The gear pairs are structured so that the two gear pairs may set the shifting stage higher or lower by three or more stages from each other.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a coupling mechanism having three or more input clutches for inputting power, and for setting a predetermined shift speed while setting another shift speed. The present invention relates to a preselect type multi-stage transmission that is put into a combined state and is in a standby state, and a control device for controlling the shift of the transmission.

[0002]

2. Description of the Related Art As a stepped transmission for a vehicle, there is provided a transmission of a type in which a plurality of gear pairs that are constantly meshed are selectively connected to an output shaft or an input shaft by a synchronous connecting mechanism to set a speed stage. There is known an automatic transmission that mainly includes a plurality of sets of planetary gear mechanisms, and changes the engagement / release states of clutches and brakes to change the transmission path of torque to set the gear stage. The former transmission is generally configured as a manual transmission because it is necessary to disengage the input clutch to cut off the torque at the time of gear shifting, and it is troublesome to manually perform the gear shifting operation. On the contrary,
With the latter automatic transmission, it is not necessary to perform a manual gear shifting operation, but since power is input to the transmission using a fluid coupling such as a torque converter, slippage that inevitably occurs at the fluid coupling will occur in the vehicle. It becomes a cause of deterioration of fuel efficiency.

Therefore, attempts have been made to automate the above-described manual transmission, which is advantageous in terms of fuel consumption, and further, it has been attempted to avoid torque cutoff during shifting. An example thereof is described in Japanese Patent Laid-Open No. 2000-82554. To briefly explain an example of the configuration, a first clutch that connects the first input shaft to the engine and a second clutch that connects the second input shaft to the engine are arranged coaxially with each other. The auxiliary shaft and the output shaft are arranged parallel to each other. Between each of these shafts, six gear pairs of a first speed gear pair or a sixth speed gear pair and a drive gear pair for transmitting power from the counter shaft to the output shaft are provided. Is provided with a plurality of dog clutches for selectively connecting the pair of gears to any of the input shafts or counter shafts.

These dog clutches are the first
A speed gear pair, a third speed gear pair, and a fifth speed gear pair are selectively coupled to the first input shaft and the output shaft, and a second speed gear pair, a fourth speed gear pair, and a sixth speed gear pair. It is configured to selectively couple the speed gear pair to the second input shaft and the output shaft. Therefore, with the first clutch engaged, the second speed gear pair is connected to the second input shaft and the output shaft, and the first clutch is released and the second clutch is engaged. The shift is executed without interrupting the torque transmission from any of the input shafts to the output shaft.
Similarly, the gear shift between the other gear stages adjacent to each other can be performed. Therefore, the transmission described in the above publication can perform the gear shift without causing so-called torque interruption.

[0005]

SUMMARY OF THE INVENTION In the above-mentioned so-called twin clutch transmission, power is transmitted from a different input clutch to a gear pair for another gear adjacent to the set gear. It is configured. Therefore, a shift can be executed by setting a so-called standby state in which the dog clutch of the other gear pair is engaged in advance and switching the input clutch when the determination of shift is established. However, such waiting is possible only for adjacent gears. That is, the gear pairs for the adjacent gears can be put in the standby state because the gear pairs that can transmit power by the respective input clutches are gear pairs for gears separated by two gears. Therefore, the power is transmitted to the gear pairs for the gears separated by three gears through the same input clutch.

Therefore, in the above-mentioned twin clutch transmission, for example, in the case of a kick down shift requiring a large acceleration force, a down shift is made by shifting the input clutch to the gear position on the first lower speed side which is in the standby state. ,
After that, the dog clutch (for example, the synchronous coupling mechanism: synchronizer) is switched, the input clutch is switched again, and the downshift is further performed to the first speed lower speed side. That is, even in the case of downshifting to a gear position separated by two or more gears, it is necessary to repeat the gear shift one gear at a time. As a result, there is a problem that it takes time to shift gears when a large acceleration force is required, and the acceleration response is poor.

The present invention has been made by paying attention to the above technical problem, and it is possible to put the gears other than the adjacent gears into the standby state, so that the so-called interlaced gear shift is quickly achieved. It is an object of the present invention to provide a multi-stage transmission that can perform the above and a device that executes the shift control thereof.

[0008]

In order to achieve the above object, the invention of claim 1 is characterized in that any one of a plurality of gear pairs is connected to an input member and an output member by a connecting mechanism. In a pre-select type multi-stage transmission that sets a shift speed by inputting power to the input member via an input clutch, three or more input clutches, an input member provided for each input clutch, and Provided between the input member and the output member, and a plurality of gear pairs having different gear ratios, and provided for each gear pair,
And a coupling mechanism that selectively couples the gear pair to the input member or the output member so as to transmit torque between the input member and the output member via the gear pair, and by any of the input clutches At least two gear pairs are connected to one of the input members to which power is transmitted, and these two gear pairs are gear pairs that set a gear position separated from each other by three gears or more. It is a machine.

Therefore, according to the first aspect of the present invention, a predetermined input clutch is engaged and power is input to the input member connected to the input clutch, and any gear pair connected to the input member is connected. By connecting the input member and the output member so as to transmit torque by the connecting mechanism provided corresponding thereto, the gear stage of the gear ratio corresponding to the gear ratio of the gear pair is set. Since the other two or more input clutches are released in that state, the coupling mechanism corresponding to the other gear pair to which power is transmitted from these input clutches is engaged except for at least one of them. Even
A so-called standby state can be set without causing any trouble in setting the shift speed. The standby state set in this way can be set even for shift speeds separated by two or more gears because three or more input clutches are provided. As a result, by switching the input clutch, a so-called interlaced shift can be performed in a shift position separated by two or more. The shifting can be performed by switching the input clutch, and the coupling mechanism can be switched in advance, so that it can be quickly achieved.

Further, the invention of claim 2 is the above-mentioned claim 1.
The connecting mechanism for setting the forward speed in the above is arranged between two gear pairs, and when one gear pair is connected to the input member or the output member, the other gear pair is input member. Alternatively, the transmission is characterized in that the two gear pairs are configured to be in a non-connected state with respect to the output member, and that the two gear pairs are a gear pair that sets a shift stage separated by three or more forward stages.

Therefore, in the invention of claim 2, any one of the coupling mechanisms for setting the forward speed is so-called shared by the two gear pairs, and one of the gear pairs is an input member or When connected to the output member, the other pair of gears is in a non-connected state and does not participate in torque transmission between the input member and the output member. As a result, the shift speed set by engaging one of the input clutches becomes a shift speed that is two or more gears apart, and it is possible to set a standby state for so-called jump shift.

Further, the invention of claim 3 is the invention of claim 1 or 2, wherein a plurality of the output members are provided, and the gears are provided between three or more input members and the plurality of output members. The transmission is characterized in that a pair is provided.

Therefore, according to the third aspect of the invention, since a plurality of output members are provided, the number of gears arranged on the same axis as each output member is reduced, and as a result, the shaft of the transmission as a whole is reduced. The length becomes shorter.

Further, the invention of claim 4 is the invention according to any one of claims 1 to 3, wherein the three or more input members are arranged on the same axis, and the output member is provided with these. The transmission is arranged on an axis parallel to the input member, and the coupling mechanism is arranged on the same axis as the output member.

Therefore, according to the invention of claim 4, since the connecting mechanism is arranged on the axis line of the output member side which is separated from the input member, the number of members arranged on the axis line of the input member is reduced and the transmission is The overall shaft length becomes shorter.

On the other hand, the invention of claim 5 is the above-mentioned claim 1.
In any one of the inventions 1 to 4, the input clutch is constituted by friction clutches arranged on the same axis line and having different diameters, and the friction clutch having the smallest diameter is connected to the gear pair for the first forward speed. The transmission is configured to transmit torque to an input member.

Therefore, according to the fifth aspect of the present invention, since the friction clutch for the first speed, which has a large amount of slip and a high frequency, is arranged near the center of rotation, an oil passage for supplying lubricating oil is provided. The friction surface is located at a position close to the center of rotation, and as a result, lubricating oil can be easily and sufficiently supplied to the friction surface.

The invention of claim 6 is the same as that of claim 1.
In any one of the inventions 1 to 5, the gear pair includes a gear pair for reverse gear, and the gear pair for reverse gear is engaged when setting the first forward speed of the input clutch. The transmission is characterized in that it is connected to an input clutch other than the input clutch via the input member.

Therefore, in the sixth aspect of the present invention, the first forward speed and the reverse speed, which are the gears adjacent to each other with the vehicle in a stopped state or neutral, are set by engaging different input clutches. Therefore, the direction of the torque appearing on the output shaft does not reverse even when switching between forward and reverse is performed rapidly or frequently, and as a result, fail-safe is established.

According to a seventh aspect of the present invention, the gear is set by inputting power to the input member through the input clutch in a state where any one of the plurality of gear pairs is connected to the input member and the output member by the connecting mechanism. In a control device for a preselect type multi-speed transmission, the multi-speed transmission is provided between three or more input clutches, an input member provided for each input clutch, and between each input member and the output member. The
And a plurality of gear pairs having different gear ratios from each other
A coupling mechanism arranged between two gear pairs so that when one gear pair is coupled to the input member or the output member, the other gear pair is not coupled to the input member or the output member. And at least two gear pairs are coupled to any one of the input members to which power is transmitted by any one of the input clutches, and these two gear pairs set a gear position separated from each other by three or more gears. A pair of gears, and the pair of two gears arranged with the coupling mechanism sandwiched therebetween is a pair of gears for setting a shift stage separated by 3 or more forward gears, and any one of the input clutches is engaged. In a state in which a predetermined shift speed is set, a gear pair for setting a shift speed lower than or equal to two with respect to the predetermined shift speed is connected to the input member or the output member by the connecting mechanism. It is a control device according to claim which has a preselect means.

Therefore, according to the invention of claim 7, when a predetermined gear is set, two gears are set for the gear.
The pre-selection means sets a standby state in which the gear pair for the shift speed lower than the gear position can transmit torque between the input member and the output member. As a result, by setting such a standby state, it is possible to perform so-called interlaced shift to a low-speed side shift stage separated by two or more stages by switching the input clutch, and it is possible to obtain high acceleration performance.

Further, according to the invention of claim 8, when any one of the plurality of gear pairs is connected to the input member and the output member by the connecting mechanism, power is input to the input member via the input clutch to change the speed. In a control device for a pre-select type multi-stage transmission that sets a stage, the multi-stage transmission is
Any one of three or more input clutches, an input member provided for each input clutch, and a plurality of gear pairs provided between each input member and the output member and having different gear ratios from each other. A coupling mechanism arranged between two gear pairs so that when one gear pair is coupled to the input member or the output member, the other gear pair is not coupled to the input member or the output member. And at least two gear pairs are coupled to any one of the input members to which power is transmitted by any one of the input clutches, and these two gear pairs set a gear position separated from each other by three or more gears. A pair of gears, and the pair of two gears arranged with the coupling mechanism sandwiched therebetween is a pair of gears that set a shift stage separated by three or more forward stages, and one of the input clutches is engaged. And a predetermined gear stage is set, a gear pair for setting a gear position on the low speed side of two or more gears is connected to the input member or the output member by the coupling mechanism. Shift pattern,
A shift pattern selecting means for selecting and setting a shift pattern for connecting a gear pair for setting a shift speed of one speed higher than the predetermined shift speed to the input member or the output member by the connecting mechanism. It is a control device characterized by being provided.

Therefore, in the eighth aspect of the present invention, a gear shift pattern is set in which the coupling mechanism for the gear pair for the first-speed high-speed gear is set to the engaged state to set the standby state for the gear, and two or more gears. One of the shift patterns is selected and set by setting the coupling mechanism for the gear pair for the low speed side to the engaged state and setting the standby state for that speed stage. Therefore, it is possible to perform gear shifting to obtain high acceleration with good responsiveness as required, and to perform upshift with good responsiveness as necessary.

[0024]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described based on specific examples. The transmission of the present invention is a multi-stage transmission having at least three clutches C1, C2 and C3 as input clutches, one example of which is shown in a skeleton diagram in FIG. That is, in the extending direction of the transmission shaft 2 for transmitting the torque output from the power source (eg engine) 1 to the clutches C1, C2, C3, the first input shaft 3 and the second input shaft corresponding to the input member of the present invention are provided. Three input shafts, the shaft 4 and the third input shaft 5, are arranged coaxially.

These input shafts 3, 4, 5 are arranged on a concentric circle, and the second input shaft 4 and the third input shaft 5 are sequentially rotated around the first input shaft 3 toward the outer peripheral side. It is arranged in a freely fitted state. The first clutch C1 transmits torque to the first input shaft 3 when engaged, and the second clutch C2 transmits torque to the second input shaft 4 when engaged to the third clutch C1. The clutch C3 is configured to transmit torque to the third input shaft 5 by engaging the clutch C3.

Therefore, these input clutches C1, C
2 and C3 are arranged such that the first clutch C1 is the innermost side and the second clutch C2 and the third clutch C3 are on the outer side.
Are arranged coaxially in order. With such an arrangement, each of the input clutches C1, C2, C3 is constituted by a friction clutch, and the first clutch C1 is engaged at the forward first speed as will be described later, and the degree of slippage and This is because the high frequency facilitates the supply of lubricating oil to the first clutch C1 from the center of rotation thereof.

The first output shaft 6 and the second output shaft 7, which correspond to the output member of the present invention, are provided at positions radially separated from the input shafts 3, 4, and 5, respectively. It is arranged in parallel with. A plurality of gear pairs 8, 9, 10, 11, 12, 13, 14, 15 having different gear ratios are arranged between the input shafts 3, 4, 5 and the output shafts 6, 7, respectively. There is. These gear pairs 8, 9, 10, 11, 12,
Reference numerals 13, 14, 15 are for setting the forward first speed to the seventh speed and the reverse gear, and are gear pairs 8, 9, 10, 11, 12, 13, 14, for setting the forward gear.
Is composed of a drive gear and a driven gear (idling gear) which is always meshed with the driving gear. On the other hand, a gear pair 15 for setting a reverse gear is a drive gear and a driven gear (idling gear). And an idle gear that is constantly meshed with them. The details will be described below. The drive gear, the driven gear, and the idle gear are gears such as spur gears and helical gears, and gears that mesh with their rotation center axes parallel to each other.

The first input shaft 3 projects from the second input shaft 4 located on the outer peripheral side of the first input shaft 3, and the drive gear 8 of the first speed gear pair 8 is located at the projecting portion of the first input shaft 3.
a and the drive gear 11a in the fourth speed gear pair 11,
Three gears, which are the drive gear 14a in the seventh speed gear pair 14, are attached so as to rotate integrally. The arrangement order of the drive gears 8a, 11a, 14a is not particularly limited, but in the example shown in FIG. 1, the drive gear 14 for the seventh speed is driven from the tip end side (the left side in FIG. 1) of the first input shaft 3.
a, the first speed drive gear 8a, and the fourth speed drive gear 11a.

A driven gear 8b meshing with the first speed drive gear 8a is rotatably attached to the first output shaft 6. On the other hand, a driven gear 14b meshed with the seventh speed drive gear 14a and a driven gear 11b meshed with the fourth speed drive gear 11a are rotatably attached to the second output shaft 7. ing. Therefore, the driven gears 14b and 11b that are adjacent to each other on the second output shaft 7 are gears for setting the shift positions separated by three gears.

The second input shaft 4 projects from the third input shaft 5 located on the outer peripheral side of the second input shaft 4, and the drive gear 9 of the second speed gear pair 9 is located at the projecting portion of the second input shaft 4.
a and the drive gear 15a in the reverse gear pair 15;
Three gears, which are the drive gear 12a in the fifth speed gear pair 12, are mounted so as to rotate integrally. Although the arrangement order of the drive gears 9a, 15a, 12a is not particularly limited, in the example shown in FIG. 1, the drive gear 12 for the fifth speed is driven from the tip side of the second input shaft 4 (the left side in FIG. 1).
a, the reverse gear drive gear 15a, and the second speed drive gear 9a.

A driven gear 9b meshing with the second speed drive gear 9a is rotatably attached to the second output shaft 7. On the other hand, the driven gear 12b meshed with the fifth speed drive gear 12a and the driven gear 1 meshed with the reverse drive gear 15a via an idle gear (not shown).
5b and 5b are rotatably attached to the first output shaft 6. Therefore, on the first output shaft 6, the number of gear stages is four.
First-speed driven gear 8b and fifth-speed driven gear 12 having different levels
and b are adjacent to each other.

Further, the drive gear 10 in the third speed gear pair 10 is attached to the third input shaft 5 located on the outermost peripheral side.
Two gears, a and a drive gear 13a in the sixth speed gear pair 13, are attached so as to rotate integrally. The arrangement order of the drive gears 10a and 13a is not particularly limited, but in the example shown in FIG. 1, the drive gear 10 for the third speed is arranged from the tip end side (the left side in FIG. 1) of the third input shaft 5.
a and the sixth-speed drive gear 13a in this order.

A driven gear 10b meshing with the third speed drive gear 10a is rotatably attached to the first output shaft 6. On the other hand, the driven gear 13b meshing with the sixth-speed drive gear 13a is rotatably attached to the second output shaft 7. Therefore, on the first output shaft 6,
The driven gear for the third speed 1 in which the number of gear stages is substantially four different
0b and the reverse gear driven gear 15b are adjacent to each other. Further, on the second output shaft 7, the second-speed driven gear 9b and the sixth-speed driven gear 13b, which are different in the number of gears by four, are adjacent to each other.

As described above, each driven gear is an idling gear rotatably attached to the output shafts 6 and 7, and therefore these driven gears are selectively attached to the output shafts 6 and 7. A connecting mechanism for connecting is provided. That is, on the first output shaft 6, the first connecting mechanism S1 is arranged between the first speed driven gear 8b and the fifth speed driven gear 12b, and the reverse gear driven gear 15b and the third speed driven gear 15b. Gear 10b
The second connecting mechanism S2 is arranged between the two. On the other hand, on the second output shaft 7, the third connecting mechanism S3 is arranged between the seventh speed driven gear 14b and the fourth speed driven gear 11b, and further, the second speed driven gear 9b. The fourth connecting mechanism S4 is arranged between the driven gear 13b for the sixth speed and the driven gear 13b for the sixth speed.

After all, in the configuration shown in FIG. 1, each input shaft 3,
Coupling mechanisms S1, S2, S3 and S4 are arranged on the output shafts 6 and 7 which are spaced apart from the shafts 4 and 5 in the radial direction. Therefore, it is possible to avoid arranging further other members on the input shafts 3, 4, 5 on which a large number of gears are arranged, so that the overall shaft length of the transmission can be shortened. Further, since the two output shafts are provided, the connecting mechanisms S1, S2, S3, S4 can be arranged separately for the output shafts 6, 7, and in this respect as well, the axial length can be shortened.

These connecting mechanisms S1, S2, S3, S4
Is a so-called mesh clutch (dog clutch) having the same structure as the synchronous coupling mechanism (synchronizer) and the like used in the conventional manual transmission, and is commonly used for the pair of gears arranged on both sides of each clutch clutch. It is configured to do. An example thereof is schematically shown in FIG.

That is, in FIG. 2, the shaft 50 corresponds to the output shafts 6 and 7, and the shaft 50 is provided with the clutch hub 51. A hub sleeve 52 is integrally fitted to the outer peripheral portion of the clutch hub 51 so as to rotate together and move in the axial direction. Further, on both sides of the clutch hub 51, gears 53, 54 corresponding to the driven gears described above are provided.
Is rotatably arranged with respect to the shaft 50, and splines 55 and 56 integral with the gears 53 and 54 are arranged so as to approach the clutch hub 51 and selectively engage the clutch sleeve 52. ing.

Therefore, if the hub sleeve 52 is positioned at the center portion in the left-right direction of FIG. 2, the hub sleeve 52 does not engage with the left and right splines 55, 56,
The left and right gears 53 and 54 are not connected to the shaft 50. On the other hand, when the hub sleeve 52 is moved to the left or right in FIG. 2, the hub sleeve 52 meshes with one of the splines 55 and 56, and the meshed spline 5
Gears 53 and 54 integrated with 5, 56 are connected to the shaft 50, and the other gears 54 and 53 are not connected to the shaft 50.

By moving the hub sleeve 52 in the axial direction in this way and connecting one of the driven gears to the output shafts 6 and 7, the standby state for setting the gear stage by the gear pair including the driven gear is set. Is set. Then, a predetermined shift speed is set by engaging one of the input clutches C1, C2 and C3 and transmitting torque from the input shaft to the output shaft via the gear pair. The movement of the hub sleeve 52 for setting such a shift speed is configured to be performed by, for example, an actuator (not shown) of a hydraulic type or an electromagnetic type.

That is, the above-described transmission is configured as an automatic transmission that can set seven forward gears and one reverse gear, and automatically sets each of the forward gears. Therefore, the above-mentioned connecting mechanisms S1 and S
In addition to the control for switching 2, S3, S4, the engagement / disengagement of each input clutch C1, C2, C3 is electrically controlled. The control is performed by, for example, an electronic control unit (T-ECU) 6 mainly including a microcomputer.
Executed by 0.

Specifically, the electronic control unit 60 stores in advance a map in which the shift speed region is defined by parameters indicating the running state of the vehicle such as the vehicle speed and the throttle opening, and is detected by various sensors. The input gears C1, C2, C are set so that the gear to be set is determined based on the parameter and its map, and the gear is set.
3 and the connecting mechanisms S1, S2, S3 and S4 are operated. In addition, the input clutch C1,
The standby state is set for a predetermined shift stage so that the shift can be executed only by switching between C2 and C3.

In the above transmission, any one of the connecting mechanisms S
1, S2, S3, S4 are in neutral state (off position)
If it is set to, other coupling mechanisms can be brought into the engaged state, but different shifting characteristics can be obtained depending on the selection of the coupling mechanism set to the neutral state and the coupling mechanism set to the engaged state. You can FIG. 3 shows a shift pattern A having a characteristic of a so-called interlaced downshift having a good gearshift response and a shift pattern B having a characteristic of an upshift having a good gearshift response.

In FIG. 3, the ● mark indicates the engaged state, the blank indicates the released state or the disengaged state, and the ○ mark indicates that it is essential to set the coupling mechanism to the neutral position. Further, a triangle mark indicates that the vehicle is engaged so as to be in a standby state for downshifting, and a triangle mark indicates that the vehicle is engaged so as to be in a standby state for upshifting. In addition, the numbers and “Re
The letter "v" indicates the shift speed that is set with each coupling mechanism in the engaged state.

The setting of each gear and the control of gear shifting will be described below. First, the control by the shift pattern A will be described. In the forward first speed, the first speed driven gear 8a is connected to the first output shaft 6 by the first connecting mechanism S1,
In that state, it is set by engaging the first input clutch C1. Therefore, since the first input shaft 3 and the second output shaft 4 are connected via the first speed gear pair 8 and the first connecting mechanism S1, the transmission shaft 2 is connected to the first clutch C1.
The torque transmitted to the first input shaft 3 via the first input shaft 3 is changed according to the gear ratio of the first speed gear pair 8 to generate the first output shaft 6
Be transmitted to.

In this first speed state, when the vehicle is still stopped or when the vehicle speed is extremely low, there is a possibility of being manually switched to the reverse gear, so the driven gear 15b for the reverse gear is set to the first gear. In order to connect the first output shaft 6, the second connecting mechanism S2 is brought into a state of being engaged with the reverse gear driven gear 15b side. “Δ1” in FIG. 3 indicates that state. At the same time, the fourth connecting mechanism S4 is made to stand by at the neutral position. “○ 1” in FIG. 3 indicates that state.

When the vehicle speed increases to some extent,
Since the possibility of upshifting is higher than when switching to the reverse gear, the standby state for the second speed is set. Specifically, the fourth connecting mechanism S4 engages with the second speed driven gear 9b side to connect it to the second output shaft 7, and the second connecting mechanism S2 has the third speed driven gear 10b side. And is connected to the first output shaft 6. "▽ 2" in Figure 3
Indicates the state. That is, the control device according to the present invention has a function of changing the standby state based on the traveling state of the vehicle such as the vehicle speed.

The second forward speed is set by connecting the second speed driven gear 9b to the second output shaft 7 by the fourth connecting mechanism S4 and engaging the second clutch C2 in this state. In that case, it is essential to set the third connecting mechanism S3 to the neutral position. At the second speed, the second input shaft 4 and the second output shaft 7 are connected via the second speed gear pair 9 and the fourth connecting mechanism S4, so that the second clutch C2 is connected to the transmission shaft 2. The torque transmitted to the second input shaft 4 via the second input shaft 4 is changed according to the gear ratio of the second speed gear pair 9 and transmitted to the second output shaft 7.

Therefore, in the state of the first speed, the fourth connecting mechanism S4 is in the standby state for the second speed.
The upshift from the second speed to the second speed can be achieved by a so-called clutch-to-clutch shift in which the first clutch C1 is disengaged while the second clutch C2 is engaged. In the second speed state, the first connecting mechanism S1
Is engaged with the first speed side to connect the first speed driven gear 8b to the first output shaft 6, and the second coupling mechanism S2 is engaged with the third speed side to drive the third speed driven gear 10b. Is connected to the first output shaft 6.

The third forward speed is set by connecting the third speed driven gear 10b to the first output shaft 6 by the second connecting mechanism S2 and engaging the third clutch C3 in this state. In that case, it is essential to set the third connecting mechanism S3 to the neutral position. At the third speed, the third input shaft 5 and the first output shaft 6 are connected via the third speed gear pair 10 and the second connecting mechanism S2, so that the third shaft C3 is connected to the transmission shaft 2. The torque transmitted to the third input shaft 5 via the third input shaft 5 is changed according to the gear ratio of the third speed gear pair 10 and then transmitted to the first output shaft 6.

Therefore, in the state of the second speed, the second coupling mechanism S2 is in the standby state for the third speed, and therefore the upshift from the second speed to the third speed is performed by the second clutch C2.
Can be achieved by a so-called clutch-to-clutch shift in which the third clutch C3 is engaged while releasing the clutch.

In this third speed state, the first connecting mechanism S1 is engaged with the first speed side to connect the first speed driven gear 8b to the first output shaft 6, and the fourth connecting mechanism. S4 is engaged with the second speed side to connect the second speed driven gear 9b to the second output shaft 7. Therefore, a standby state for the second speed, which is one speed lower than the third speed, and a standby state for the first speed, which is two lower speeds, are set. Therefore, if the third clutch C3 is released and the first clutch C1 is engaged in the state of the third speed, only the switching of these clutches C3, C1 is performed, that is, without switching the coupling mechanism, A so-called interlaced shift from third gear to first gear is achieved. As a result, the time required for the shift is shortened and the shift responsiveness is improved.

The fourth forward speed is set by connecting the fourth speed driven gear 11b to the second output shaft 7 by the third connecting mechanism S3 and engaging the first clutch C1 in this state. In that case, it is essential to set the first connecting mechanism S1 to the neutral position. At the fourth speed, the first input shaft 3 and the second output shaft 7 are connected via the fourth speed gear pair 11 and the third connecting mechanism S3, so that the first clutch C1 is disengaged from the transmission shaft 2. The torque transmitted to the first input shaft 3 via the second input shaft 3 is changed according to the gear ratio of the fourth speed gear pair 11 and then transmitted to the second output shaft 7.

Third connecting mechanism S for setting the fourth forward speed
Since 3 is set to the neutral position in the 3rd speed,
When upshifting from the third speed to the fourth speed, in addition to switching between the third clutch C3 and the first clutch C1,
A switching operation is required to set the connecting mechanism S1 to the neutral position and engage the third connecting mechanism S3 to the fourth speed side.
Therefore, torque cutoff occurs in which torque does not appear on any of the output shafts 6 and 7, and the shift time is relatively long.

In this fourth speed state, the fourth connecting mechanism S4 is engaged with the second speed side to connect the second speed driven gear 9b to the second output shaft 7 and to connect the second connecting mechanism. The second speed driven gear 10b is connected to the first output shaft 6 by engaging S2 with the third speed side. Therefore, a standby state for the third speed, which is one speed lower than the fourth speed, and a standby state for the second speed, which is two lower speeds, are set. Therefore, if the first clutch C1 is disengaged and the second clutch C2 is engaged in the state of the fourth speed, only the switching of these clutches C1 and C2, that is, without switching the coupling mechanism, A so-called interlaced shift from fourth gear to second gear is achieved. As a result, the time required for the shift is shortened and the shift responsiveness is improved.

The fifth forward speed is set by connecting the fifth speed driven gear 12b to the first output shaft 6 by the first connecting mechanism S1 and engaging the second clutch C2 in this state. In that case, it is essential to set the fourth connecting mechanism S4 to the neutral position. At the fifth speed, the second input shaft 4 and the first output shaft 6 are connected via the fifth speed gear pair 12 and the first connecting mechanism S1, so that the second clutch C2 is connected to the transmission shaft 2. The torque transmitted via the second input shaft 4 via the second input shaft 4 is changed according to the gear ratio of the fifth speed gear pair 12 and is transmitted to the first output shaft 6.

The first connecting mechanism S for setting the fifth forward speed
1 is set to the neutral position in the 4th speed, so
When upshifting from the fourth speed to the fifth speed, in addition to switching between the first clutch C1 and the second clutch C2,
It is necessary to perform a switching operation to set the coupling mechanism S4 to the neutral position and engage the first coupling mechanism S1 to the fifth speed side.
Therefore, torque cutoff occurs in which torque does not appear on any of the output shafts 6 and 7, and the shift time is relatively long.

In the fifth speed state, the second connecting mechanism S2 is engaged with the third speed side to connect the driven gear 10b for the third speed to the first output shaft 6, and the third connecting mechanism. S3 is engaged with the fourth speed side so that the driven gear 11b for the fourth speed is connected to the second output shaft 7
Connect to. Therefore, a standby state for the fourth speed, which is one speed lower than the fifth speed, and a standby state for the third speed, which is two lower speeds, are set. Therefore, if the second clutch C2 is released and the third clutch C3 is engaged in the state of the fifth speed, these clutches C2, C3
The so-called interlaced shift from the 5th speed to the 3rd speed is achieved only by switching the gears, that is, without switching the coupling mechanism. As a result, the time required for the shift is shortened and the shift responsiveness is improved.

The sixth forward speed is set by connecting the sixth speed driven gear 13b to the second output shaft 7 by the fourth connecting mechanism S4 and engaging the third clutch C3 in this state. In that case, it is essential to set the second connecting mechanism S2 to the neutral position. At the sixth speed, the third input shaft 5 and the second output shaft 7 are connected via the sixth speed gear pair 13 and the fourth connecting mechanism S4, so that the transmission shaft 2 causes the third clutch C3 to operate. The torque transmitted to the third input shaft 5 via the third input shaft 5 is changed according to the gear ratio of the sixth speed gear pair 13 and is transmitted to the second output shaft 7.

The fourth connecting mechanism S for setting the sixth forward speed
Since 4 is set to the neutral position in the 5th speed,
When upshifting from the fifth speed to the sixth speed, in addition to switching between the second clutch C2 and the third clutch C3,
A switching operation is required to set the connecting mechanism S2 to the neutral position and engage the fourth connecting mechanism S4 to the sixth speed side.
Therefore, torque cutoff occurs in which torque does not appear on any of the output shafts 6 and 7, and the shift time is relatively long.

In the sixth speed state, the third connecting mechanism S3 is engaged with the fourth speed side to connect the fourth speed driven gear 11b to the second output shaft 7 and to connect the first connecting mechanism. S1 is engaged with the fifth speed side so that the fifth speed driven gear 12b is engaged with the first output shaft 6
Connect to. Therefore, a standby state for the fifth speed, which is one speed lower than the sixth speed, and a standby state for the fourth speed, which is two lower speeds, are set. Therefore, if the third clutch C3 is released and the first clutch C1 is engaged in the state of the sixth speed, these clutches C3, C1
The so-called interlaced shift from the sixth speed to the fourth speed is achieved only by switching the gears, that is, without switching the coupling mechanism. As a result, the time required for the shift is shortened and the shift responsiveness is improved.

The seventh forward speed is set by connecting the seventh speed driven gear 14b to the second output shaft 7 by the third connecting mechanism S3 and engaging the first clutch C1 in this state. In that case, it is essential to set the second connecting mechanism S2 to the neutral position. At the seventh speed, the first input shaft 3 and the second output shaft 7 are connected via the seventh speed gear pair 14 and the third connecting mechanism S3, so that the first clutch C1 is connected to the transmission shaft 2. The torque transmitted to the first input shaft 3 via the second input shaft 3 is changed according to the gear ratio of the seventh speed gear pair 14 and then transmitted to the second output shaft 7.

Third connecting mechanism S for setting the seventh forward speed
Since 3 is engaged with the 4th speed side in the 6th speed, in the case of upshifting from the 6th speed to the 7th speed, in addition to switching between the 3rd clutch C3 and the 1st clutch C1,
It is necessary to switch the third connecting mechanism S3 from the fourth speed side to the seventh speed side. Therefore, torque cutoff occurs in which torque does not appear on any of the output shafts 6 and 7, and the shift time is relatively long.

In the seventh speed state, the first connecting mechanism S1 is engaged with the fifth speed side to connect the fifth speed driven gear 12b to the first output shaft 6 and the fourth connecting mechanism. S4 is engaged with the 6th speed side to drive the 6th speed driven gear 13b to the second output shaft 7
Connect to. Therefore, the standby state for the sixth speed, which is one speed lower than the seventh speed, and the standby state for the fifth speed, which is the second lower speed side, are set. Therefore, if the first clutch C1 is released and the second clutch C2 is engaged in the state of the seventh speed, these clutches C1, C2
The so-called interlaced shift from the 7th speed to the 5th speed is achieved only by switching the gears, that is, without switching the coupling mechanism. As a result, the time required for the shift is shortened and the shift responsiveness is improved.

At each of the second to seventh speeds among the above-mentioned forward speeds, the coupling mechanisms S1, S2, S are connected.
Since 3 and S4 are in a standby state for setting the gear on the lower speed side for each gear, the downshift to the gear on the lower speed side is performed by the input clutch C1.
, C2, C3 can be achieved by so-called clutch-to-clutch shifting only by switching the engaged state of C3.

Further, the reverse gear will be explained. The reverse gear is driven by the second connecting mechanism S2 by the driven gear 15 for the reverse gear.
b is connected to the first output shaft 6, and in that state, the second clutch C
Set by engaging 2. In that case, the third
It is essential to set the fourth connecting mechanism S3, S4 to the neutral position. In this reverse gear, since the second input shaft 4 and the first output shaft 6 are connected via the reverse gear pair 15 and the second connecting mechanism S2, the transmission shaft 2 is connected via the second clutch C2. The torque transmitted to the second input shaft 4 is
It is changed according to the gear ratio of the reverse gear pair 15 and transmitted to the first output shaft 6. Since the reverse gear pair 15 includes the idle gear, the rotation direction of the first output shaft 6 is opposite to that in the forward gear direction.

The second connecting mechanism S2 for setting the reverse speed
Is engaged in the reverse gear side when the vehicle is stopped at the first speed or in an extremely low speed state, the first clutch C1 is released when the forward range (forward position) is switched to the reverse range (reverse position). In addition, by engaging the second clutch C2, it is possible to switch from the first speed to the reverse gear. That is, the shift to the reverse gear can be achieved by the so-called clutch-to-clutch shift. On the contrary, in the reverse gear, the first coupling mechanism S1 is engaged with the first speed side and is in the standby state for the first speed, so that the clutch toe between the second clutch C2 and the first clutch C1 The shift from the reverse gear to the first speed can be achieved by the clutch shift.

Next, the shift pattern B will be described. The shift pattern B is a shift pattern configured to smoothly perform an upshift, and therefore, the operating state of each coupling mechanism at the third speed to the sixth speed is different from that of the shift pattern A described above.

That is, in the third speed, the first connecting mechanism S1 is set to the neutral position in place of the third connecting mechanism S3, and accordingly, the third connecting mechanism S3 is engaged with the fourth speed side to move to the fourth position. The speed driven gear 11b is connected to the second output shaft 7. This is the standby state for the fourth speed. Therefore, if the third clutch C3 is released and the first clutch C1 is engaged from this third speed state, the fourth speed is set.

In the fourth speed, the fourth connecting mechanism S4 is set to the neutral position in place of the first connecting mechanism S1, and the first connecting mechanism S1 is engaged with the fifth speed side accordingly. 5
The speed driven gear 12b is connected to the first output shaft 6.
This is the standby state for the fifth speed. Therefore, if the first clutch C1 is released and the second clutch C2 is engaged from the state of the fourth speed, the fifth speed is set.

Further, in the fifth speed, the second connecting mechanism S2 is set to the neutral position in place of the fourth connecting mechanism S4, and accordingly, the fourth connecting mechanism S4 is engaged in the sixth speed side. The 6th speed driven gear 13b is connected to the second output shaft 7. This is the standby state for the sixth speed. Therefore, if the second clutch C2 is released and the third clutch C3 is engaged from the state of the fifth speed, the sixth speed is set.

In the sixth speed, the third connecting mechanism S3 is engaged in the seventh speed side instead of the fourth speed side, and the seventh speed driven gear 14b is connected to the second output shaft 7. There is. This is the standby state for the seventh speed. Therefore, if the third clutch C3 is released and the first clutch C1 is engaged from the state of the sixth speed, the seventh speed is set.

Therefore, if the gear shift is performed based on the shift pattern B, the gear shift between adjacent gears is
A so-called clutch-to-clutch shift is achieved by switching only the input clutches C1, C2, C3, and smooth and quick shifts are performed to improve the shift responsiveness.

As described above, the shift pattern A and the shift pattern B have different shift responsiveness, and different engine speeds before and after the shift. Therefore, it is preferable to select these shift patterns according to the state of the vehicle. For example, if a two-step downshift is performed during high-speed traveling, the engine 1 speed may exceed the limit and overrev may occur. Therefore, in that case, the shift pattern B in which the shift is performed step by step is selected. Further, when the so-called manual mode in which the shift is executed based on the manual operation is selected, it is preferable to quickly shift the gears one by one, and therefore the shift pattern B is selected. Further, the shift pattern B is selected in the high accelerator opening state. Alternatively, one of the shift patterns may be selected in consideration of the braking force.

Examples of conditions for selecting the above-mentioned shift pattern are: vehicle speed, engine speed, throttle opening, throttle opening change rate, shift speed,
It includes brake pedal force, brake cylinder oil pressure, and whether manual mode is selected.

The standby state for each shift speed in any of the above shift patterns is set by a command signal from the electronic control unit 60. Such a function corresponds to the preselection means in this invention.
The shift patterns A and B are switched by changing the so-called shift map by the electronic control unit 10, and such a function corresponds to the shift pattern selecting means of the present invention.

Further, in the above configuration, since the shift stage at the time of starting is the first forward speed, the reverse stage uses the second clutch C2 different from the first clutch C1 for setting the first forward speed. It is configured to be engaged and set. Therefore, even if a quick switching between the forward range and the reverse range is performed, a situation in which a drive torque in the reverse direction is generated during the forward movement, or conversely, a drive torque in the forward direction is generated during the reverse movement is avoided. Fail safe can be established.

On the other hand, when the vehicle starts on a road surface having a low friction coefficient such as a snow-covered road or a mud road, a so-called snow mode may be set. This is, for example, a speed change mode in which the second speed is used as the starting speed change step. Therefore, when this mode is selected, the second speed becomes the starting speed change step, and therefore the vehicle starts in the forward direction. The second clutch C2 is the same for the clutch for moving the vehicle and the clutch for traveling backward. A structure for avoiding such a situation is shown in FIG.

In the transmission shown in FIG. 4, a reverse gear pair 15 is arranged between the third input shaft 5 and the first output shaft 6,
On the first output shaft 6, the third speed driven gear 10b and the reverse gear driven gear 15b are arranged adjacent to each other, and the second coupling mechanism S2 is arranged between these driven gears 10b and 15b. Is configured. Other configurations are similar to those shown in FIG.

Therefore, when the reverse gear is set, the second clutch C2 is engaged in the transmission shown in FIG. 1, while the third clutch C3 is used in the configuration shown in FIG.
Will be engaged. Other input clutches C
The engagement / release states of 1, C2 and C3 are the same as those of the patterns shown in FIG. Further, each coupling mechanism S1, S2, S
The engagement state and neutral position of S3 and S4 are the same as those of the patterns shown in FIG.

Therefore, in the transmission constructed as shown in FIG. 4, even when the snow mode is selected and the second speed is set as the gear for starting, an input clutch to be engaged at the starting is provided. Since the input clutch to be engaged in the reverse gear is different, the direction of the output torque is reversed due to the delay in switching the coupling mechanism even when the forward position and the reverse position are switched quickly and frequently. It is possible to avoid such situations.

The present invention is not limited to the above-mentioned specific examples. For example, instead of arranging the three input clutches collectively on one end side in the axial direction, the input clutches may be arranged separately on both end sides in the axial direction.
Further, the number of input clutches may be three or more, and the number thereof is not particularly limited. Therefore, the gear stage set by engaging any one of the clutches is only required to be separated by three or more gears, and when four input clutches are provided, four gears are required.
It may be separated by more than one step. However, in the present invention, it is not necessary for all the shift speeds to satisfy such a condition, and for example, two predetermined shift speeds on the high speed side are set by the same input clutch. It may be like this.

On the other hand, in the present invention, it is preferable that a plurality of output members embodied as the above-mentioned output shaft are provided, but a single output member may be provided. Further, the shift patterns adopted by the control device of the present invention are not limited to the two types shown in FIG. 3, and other shift patterns such as a combination of these patterns may be adopted if necessary. it can. Further, the coupling mechanism in the present invention is not limited to the configuration shared by the two gear pairs shown in the above specific example, and may be one provided for each gear pair, Further, the connecting mechanism of the present invention may be any mechanism as long as it can bring the pair of gears into a state in which torque can be transmitted between the input member and the output member, and the members to be engaged and released are the members described above. It is not limited to the output shaft.

[0083]

As described above, according to the first aspect of the present invention, the standby state for setting the shift stage separated by two or more stages can be set by engaging the predetermined coupling mechanism. Therefore, when the shift to the shift position separated by two or more gears is achieved by switching the input clutch, as a result, the so-called interlaced shift can be executed promptly and the shift response can be improved.

According to the invention of claim 2, claim 1
In addition to the effect obtained by the invention of claim 1, any one of the coupling mechanisms for setting the forward speed is so-called shared by two gear pairs, and one of these gear pairs is an input member or an output. When it is connected to the member, the other gear pair is not connected and does not participate in the transmission of torque between the input member and the output member. The gears to be set are gears separated by two or more gears, so that a standby state for so-called interlaced gear shifting can be set.

Further, according to the invention of claim 3, in addition to the effect obtained by the invention of claim 1 or 2, since a plurality of output members are provided, they are arranged on the same axis as each output member. The number of gears is reduced, and as a result, the shaft length of the transmission as a whole can be shortened, and the transmission can be mounted in a good condition.

Further, according to the invention of claim 4, in addition to the effect according to any one of the inventions of claims 1 to 3, the connecting mechanism is arranged on the axis of the output member side which is separated from the input member. Therefore, the number of members arranged on the axis of the input member is reduced, the axial length of the transmission as a whole can be shortened, and the transmission can be excellent in vehicle mountability.

On the other hand, according to the invention of claim 5, in addition to the effect obtained by the invention of any one of claims 1 to 4, the friction for the first speed, which has a large amount of slip and is frequently used, is obtained. Since the clutch is located near the center of rotation,
The friction surface is located at a position close to the center of rotation where the oil passage for supplying the lubricating oil is provided, and as a result, it becomes possible to easily and sufficiently supply the lubricating oil to the friction surface.

Furthermore, according to the invention of claim 6,
In addition to the effect obtained by any one of the first to fifth aspects of the present invention, the input first clutch and the first forward speed that are adjacent to each other across the neutral state with the neutral state interposed are engaged with different input clutches. Therefore, even if the forward / reverse switching is performed rapidly or frequently, the directions of the torques appearing on the output shaft do not become opposite, and as a result, fail-safe can be established.

According to the seventh aspect of the present invention, in the state where the predetermined shift speed is set, the gear pair for the shift speed lower than the shift speed by two or more speeds is set to the input member and the output member. Since a pre-selection means sets a standby state in which torque can be transmitted between the gears and the gears, by setting such a standby state, the shift stage on the low speed side separated by two or more stages by switching the input clutch. A so-called interlaced shift can be achieved, and a large acceleration can be obtained.

According to the eighth aspect of the present invention, there is provided a shift pattern in which the coupling mechanism for the gear pair for the first speed stage is set to the engaged state to set the standby state for the shift stage. Since it is possible to select and set any one of a shift pattern for setting a standby state for the shift stage by setting the coupling mechanism for the gear pair for the shift stage of two or more low speed side to the engaged state, as necessary. It is possible to perform gear shifting with high responsiveness and to perform up-shifting with high responsiveness as required, and thus improve so-called drivability.

[Brief description of drawings]

FIG. 1 is a skeleton diagram showing an example of a transmission according to the present invention.

FIG. 2 is a skeleton diagram schematically showing an example of this connecting mechanism.

3 is a chart showing shift patterns for gear shift control of the transmission shown in FIG. 1. FIG.

FIG. 4 is a skeleton diagram showing another example of the transmission according to the present invention.

[Explanation of symbols]

1 ... Engine, 3 ... 1st input shaft, 4 ... 2nd input shaft,
5 ... 3rd input shaft, 6 ... 1st output shaft, 7 ... 2nd output shaft, 8 ... 1st speed gear pair, 9 ... 2nd speed gear pair,
10 ... Third speed gear pair, 11 ... Fourth speed gear pair, 1
2 ... 5th speed gear pair, 13 ... 6th speed gear pair, 14
... 7th speed gear pair, 15 ... reverse gear pair, C1 ...
1st clutch, C2 ... 2nd clutch, C3 ... 3rd clutch, S1, S2, S3, S4 ... Coupling mechanism.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Hiroshi Fujito             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Shin Murakami             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. (72) Inventor Ryo Matsumoto             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Car Co., Ltd. F-term (reference) 3J552 MA04 NA01 NB01 PA57 RA11                       RA12 RA26 SA25 SB22 VA74Y                       VB01Z VC01Z VC03Z VC04Z                       VD13Z

Claims (8)

[Claims] 1. A preselection type in which a gear is set by inputting power to an input member and an output member via a input clutch in a state where any one of a plurality of gear pairs is connected to an input member and an output member by a connecting mechanism. In a multi-stage transmission, three or more input clutches, an input member provided for each input clutch, and a plurality of gear pairs provided between the input member and the output member and having different gear ratios from each other. A connection provided for each gear pair and selectively connecting the gear pair to the input member or the output member so as to transmit torque between the input member and the output member via the gear pair. And at least two gear pairs are connected to any of the input members to which power is transmitted by any of the input clutches, and these two gear pairs have three stages. Preselect type multistage transmission, which is a gear pair for setting the upper apart gear position. 2. The coupling mechanism for setting the forward speed is arranged between two gear pairs, and the other gear is coupled with one gear pair being coupled to the input member or the output member. The pair of gears are configured to be in a non-connected state with respect to the input member or the output member, and the two gear pairs are gear pairs that set a shift speed that is three or more forward gears apart. Item 1. A preselect type multi-stage transmission according to Item 1. 3. The output member is provided in a plurality, and the gear pair is provided between three or more input members and the plurality of output members. Pre-select type multi-speed transmission. 4. The three or more input members are arranged on the same axis, the output member is arranged on an axis parallel to the input members, and the coupling mechanism is arranged on the same axis as the output members. The pre-select type multi-stage transmission according to any one of claims 1 to 3, wherein the pre-select type multi-stage transmission is arranged on a line. 5. The input clutch is constituted by friction clutches arranged on the same axis and having different diameters, and the friction clutch having the smallest diameter is torqued to an input member connected to a gear pair for forward first speed. The pre-select type multi-stage transmission according to any one of claims 1 to 4, wherein the pre-select type multi-stage transmission is configured to transmit. 6. The gear pair includes a gear pair for reverse gear, and the gear pair for reverse gear is one of the input clutches other than the input clutch engaged when setting the first forward speed. The pre-select type multi-stage transmission according to any one of claims 1 to 5, which is connected to an input clutch through the input member. 7. A preselection type in which a gear stage is set by inputting power to an input member and an output member by a connecting mechanism while inputting power to the input member via an input clutch. In the control device for a multi-stage transmission, the multi-stage transmission is provided with three or more input clutches, an input member provided for each input clutch, and between each input member and the output member, and Between a plurality of gear pairs having different gear ratios and any two gear pairs, when one gear pair is connected to the input member or the output member, the other gear pair serves as the input member or the output member. And a coupling mechanism arranged so as to be in a non-coupling state, and at least two gear pairs are provided to any input member to which power is transmitted by any input clutch. And these two gear pairs are gear pairs that set a shift stage separated from each other by three or more stages, and further, the two gear pairs arranged so as to sandwich the coupling mechanism are separated by three or more stages in the forward stage. A gear pair for setting a predetermined shift speed by engaging one of the input clutches and setting a predetermined shift speed. 2. A control device for a preselect type multi-stage transmission, comprising preselect means for connecting a gear pair for setting the above to the input member or the output member by the connecting mechanism. 8. A preselection type in which any one of a plurality of gear pairs is connected to an input member and an output member by a connecting mechanism and power is input to the input member via an input clutch to set a gear stage. In the control device for a multi-stage transmission, the multi-stage transmission is provided with three or more input clutches, an input member provided for each input clutch, and between each input member and the output member, and Between a plurality of gear pairs having different gear ratios and any two gear pairs, when one gear pair is connected to the input member or the output member, the other gear pair serves as the input member or the output member. And a coupling mechanism arranged so as to be in a non-coupling state, and at least two gear pairs are provided to any input member to which power is transmitted by any input clutch. And these two gear pairs are gear pairs that set a shift stage separated from each other by three or more stages, and further, the two gear pairs arranged so as to sandwich the coupling mechanism are separated by three or more stages in the forward stage. A gear pair for setting a predetermined shift speed by engaging one of the input clutches and setting a predetermined shift speed. And a gearshift pattern for connecting a gear pair for setting the speed change gear to the input member or the output member by the connecting mechanism, and the gear pair for setting a speed change step one speed higher than the predetermined speed change step. A control device for a pre-select type multi-stage transmission, comprising: a shift pattern selecting means for selecting and setting a shift pattern connected to the input member or the output member by a mechanism.