JP2007247765A - Twin clutch type automatic transmission and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To surely prevent the locked condition of a power transmission passage. <P>SOLUTION: When all shift positions SP of a shift actuator ACT in a passage, which are pre-shifted with a shift position sensor 60 for detecting a shift position, are determined to be in a neutral condition and executed to be pre-shifted, if a rotating speed difference between a target input shaft rotating speed Nin* of an input shaft on the pre-shifted side and an actual input shaft rotating speed Nin is a threshold value Nref or greater (Steps S106, S108), the input shaft on the pre-shifted side is determined to be into a locked condition to stopped pre-shift (Step S110). So, even when all shift positions SP of the shift actuator ACT in the passage, which are pre-shifted with the shift position sensor 60 in failure, are determined in error to be in the neutral condition N and executed to be pre-shifted, the locked condition of the input shaft on the pre-shifted side is surely prevented. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a twin-clutch automatic transmission and a control method thereof, and more specifically, a first transmission path capable of transmitting power from an engine to an output shaft via a first clutch, and the power via a second clutch. A second transmission path capable of being transmitted to the output shaft, a plurality of gear trains arranged in the first route and the second route meshing with different gear ratios, and selecting one of the plurality of gear trains. A plurality of selection means arranged on the first transmission path and the second transmission path for bringing the first transmission path and / or the second transmission path into a state capable of transmitting power. When the power is transmitted to the output shaft by the transmission path or the second transmission path, pre-shifting is performed in advance so that the second transmission path or the first transmission path is in the transmittable state. And a twin clutch type automatic transmission that performs shifting by replacement hung of the second clutch, and a control method thereof.

Conventionally, in this type of twin clutch type transmission, a first input shaft to which power from an engine is input via a first clutch, and a second input to which power from the engine is input via a second clutch. A plurality of shafts, an output shaft connected to the drive shaft, and an output gear disposed on the output shaft that meshes with an input gear disposed on the first input shaft and the second input shaft with a different gear ratio. And a synchronizing device capable of selecting the gear mechanism by engaging a gear configured as an idler gear among the input gear and the output gear with the shaft, and the first clutch and the second clutch and the synchronizing device. Have been proposed to shift gears selectively (see, for example, Patent Document 1).
In this twin clutch type automatic transmission, the next gear ratio is estimated from the running pattern, and the gear mechanism necessary for realizing the estimated next gear ratio is selected in advance, so that the so-called pre-shift is performed to quickly It is assumed that a shift operation is executed.
Japanese Patent No. 3632398

  In such a twin-clutch automatic transmission, generally, a position sensor that detects the position of the synchronizer detects that all synchronizers arranged in the same power transmission path are in the neutral position, and then performs pre-shifting. Although the pre-shift power transmission path is prevented from being locked, the pre-shift power transmission path may be locked when the position sensor fails.

  An object of the twin clutch type automatic transmission and the control method thereof according to the present invention is to reliably prevent the power transmission path from being locked. Another object of the twin clutch type automatic transmission and the control method thereof according to the present invention is to perform speed change quickly. An object of the twin clutch type automatic transmission and the control method thereof according to the present invention is to avoid the locked state of the power transmission path with simple control.

  The twin clutch type automatic transmission and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

  The twin clutch type automatic transmission of the present invention can transmit power from the engine to the output shaft via the first clutch, and can transmit the power to the output shaft via the second clutch. A second transmission path, a plurality of gear trains arranged on the first path and the second path meshing with different gear ratios, and selecting one of the plurality of gear trains to select the first transmission path and / or Alternatively, the first transmission path or the second transmission path includes the first transmission path that makes the second transmission path in a state capable of transmitting power and a plurality of selection units arranged in the second transmission path. When the motive power is transmitted to the output shaft by the above, a pre-shift is performed in which the second transmission path or the first transmission path is preliminarily transmitted so that the first clutch and the second clutch are replaced. In a twin-clutch automatic transmission that performs further shifting, a state detection unit that detects a state of the selection unit, and a target that sets a target state of a path for performing the preshift among the first transmission path or the second transmission path State setting means, real state detecting means for detecting an actual state of the path for performing the preshift, and when the states of all the selection means arranged in the path for performing the preshift are in a neutral state, the preshift is performed. Drive control means for driving the selection means to perform, and when the actual state and the target state do not match, all the states of the selection means arranged in the path for performing the preshift are neutral states. And a stop control means for controlling the selection means to stop the preshift. That.

  In the twin clutch type automatic transmission according to the present invention, even if all the states of the selection means arranged in the path for performing the preshift are in the neutral state, the target state of the path for performing the preshift does not match the actual state. Since the preshift is sometimes stopped, it is possible to cope with an abnormality in the state detecting means. That is, when the state detection unit erroneously detects the state of the selection unit due to a failure or the like, no preshift is performed. As a result, it is possible to reliably prevent the locked state of the power transmission path that is generated by simultaneously selecting two or more gear trains arranged in the path for performing the preshift. Of course, when the target state and the actual state coincide with each other, the pre-shift is performed, so that the shift can be performed quickly.

In the twin clutch type automatic transmission according to the present invention, the target state setting means is a means for setting a target rotational speed of a rotary shaft that constitutes a path for performing the preshift, and the actual state detecting means is the rotary shaft. The stop control means stops the selection means so as to stop the pre-shift when a difference in speed between the target speed and the actual speed is equal to or greater than a predetermined value. It can also be a means for controlling.
In this way, the control can be simplified because only the target rotational speed of the rotary shaft constituting the pre-shift path and the actual rotational speed are compared.
In the twin clutch type automatic transmission according to this aspect of the present invention, the stop control means is configured such that when the actual rotational speed is smaller than a predetermined value, the rotational speed difference between the target rotational speed and the actual rotational speed is not less than a predetermined value. Even if it exists, it can also be set as the means which does not stop the said selection means.
In this way, if the predetermined value is generally set in a low rotation speed range where the detection accuracy is low, the stop control means can be operated only in a range where the detection accuracy is high.

In the twin clutch type automatic transmission according to the present invention, the target state setting means is a means for setting a target selection time when the selection means selects the gear train, and the actual state detection means is the The selection means is means for detecting an actual selection time when the gear train is selected, and the stop control means performs the pre-shift when the difference between the target selection time and the actual selection time is equal to or greater than a predetermined time. It can also be a means for controlling the selection means to stop.
In this way, since the selection means only compares the target selection time and the actual selection time when selecting the gear train, the control can be simplified.

Further, in the twin clutch type automatic transmission according to the present invention, the target state setting means is a means for setting a target selection speed when the selection means selects the gear train, and the actual state detection means is the The selection means is means for detecting an actual selection speed when the gear train is selected, and the stop control means performs the pre-shift when the difference between the target selection speed and the actual selection speed is equal to or greater than a predetermined speed. It can also be a means for controlling the selection means to stop.
In this way, since the selection means only compares the target selection speed and the actual selection speed when selecting the gear train, the control can be simplified.

The twin clutch type automatic transmission control method of the present invention includes a first transmission path capable of transmitting power from an engine to an output shaft via a first clutch, and the power to the output shaft via a second clutch. A second transmission path capable of being transmitted, a plurality of gear trains arranged in the first path and the second path meshing with different gear ratios, and selecting one of the plurality of gear trains for the first transmission A first transmission path and a plurality of selection means arranged on the second transmission path to make the path and / or the second transmission path in a state capable of transmitting power, and the first transmission path or the first transmission path When the power is transmitted to the output shaft by two transmission paths, pre-shifting is performed in advance so that the second transmission path or the first transmission path is in the transmittable state, and the first clutch and the second clutch A method of controlling a twin-clutch automatic transmission by re hung performing transmission,
(A) setting a target state of a path for performing the pre-shift in the first transmission path or the second transmission path;
(B) detecting the actual state of the path performing the pre-shift;
(C) detecting the state of the selection means;
(D) driving and controlling the selection means so as to perform the pre-shift when all of the selection means arranged in the path for performing the pre-shift are in a neutral state;
(E) When the actual state and the target state do not coincide with each other, the gist is to stop the preshift even if all the states of the selection means arranged in the path for performing the preshift are in a neutral state. .

  In the control method of the twin clutch type automatic transmission according to the present invention, even if all the states of the selection means arranged in the path for performing the preshift are in the neutral state, the target state and the actual state of the path for performing the preshift Since the pre-shift is stopped when they do not match, it is possible to cope with erroneous detection of the state of the selection means. That is, pre-shifting is not performed when the state of the selection means is erroneously detected due to a failure of the sensor or the like. As a result, it is possible to reliably prevent the locked state of the power transmission path that is generated by simultaneously selecting two or more gear trains arranged in the path for performing the preshift. Of course, when the target state and the actual state coincide with each other, the pre-shift is performed, so that the shift can be performed quickly.

  Next, embodiments of the present invention will be described using examples.

FIG. 1 is a configuration diagram showing an outline of the configuration of a twin clutch type automatic transmission 1 according to an embodiment of the present invention.
A twin clutch type automatic transmission 1 according to an embodiment includes a first input shaft 3 connected to a crankshaft as an output shaft of an internal combustion engine (not shown) via a first clutch (not shown), as shown in the figure, A second input shaft 4 that is connected to a crankshaft (not shown) via a second clutch (not shown) and is coaxially fitted to the first input shaft 3, and the first input shaft 3 and the second input shaft 4, a driven gear G ′ meshing with the driving gear G, a counter shaft 5 on which the driven gear G ′ is disposed and an output counter gear GC is disposed, An output shaft 6 that is concentrically disposed on the input shaft 3 and integrally formed with an output gear GO that meshes with the output counter gear GC, a drive gear G that is disposed on the first input shaft 3 and the counter shaft 5, and a driven gear Configured as an idler gear out of the gear G ' A synchronization device S disposed between the gears, a control valve CV including a shift actuator ACT for operating a shift fork F engaged with a coupling sleeve CS of the synchronization device S, and a transmission for controlling the entire transmission The electronic control unit 30 is provided.

  The first input shaft 3 includes a first speed drive gear G1, a third speed drive gear G3, and a reverse drive gear GR that constitute odd-numbered speed stages of the drive gear G, and the first speed drive gear G1 and the reverse drive gear GR are fixed. Accordingly, the third speed drive gear G3 is rotatably arranged in order of the first speed drive gear G1, the reverse drive gear GR, and the third speed drive gear G3 from the first clutch side. The rear end portion of the first input shaft 3 is rotatably supported by the output shaft 6 so that the third speed drive gear G3 and the output gear GO are adjacent to each other, and the third speed drive on the first input shaft 3 is supported. Between the gear G3 and the output gear GO, the 3/5 speed synchronizer S3 is fixedly disposed.

  The second input shaft 4 includes a second speed drive gear G2, a fourth speed drive gear G4, and a sixth speed drive gear G6 that constitute even-numbered speed stages of the drive gear G, a second speed drive gear G2, and a fourth speed drive gear G4. A sixth speed drive gear G6 is fixedly arranged in order of the sixth speed drive gear G6, the second speed drive gear G2, and the fourth speed drive gear G4 from the second clutch side.

The counter shaft 5 includes a 6-speed driven gear G6 ′ and a 2-speed driven gear in order from the first and second clutch sides corresponding to the driving gear G disposed on the first input shaft 3 and the second input shaft 4. A gear G2 ′, a 4-speed driven gear G4 ′, a 1-speed driven gear G1 ′, a reverse driven gear GR ′, and a 3-speed driven gear G3 ′ are arranged, and at the end corresponding to the output gear GO. An output counter gear GC is arranged.
The counter shaft 5 includes driven gears G ′ (G1 ′, G2 ′, G4 ′, G6 ′, GR ′) configured as idle gears other than the third-speed driven gear G3 ′. As the synchronizing device S that is selectively fixed, the 6-speed synchronizing device S4 is in a position opposite to the first and second clutch sides of the 6-speed driven gear G6 ′, and the 2-4 speed synchronizing device S2 is in the 2 The 1 · R synchronizer S1 is arranged at a position between the driving gear G2 ′ and the fourth driven gear G4 ′ at a position between the first driving gear G1 ′ and the reverse driven gear GR ′. The motive power input to the first input shaft 3 and the second input shaft 4 is torque-converted to the gear ratio of the gear selected by the synchronizer S and transmitted to the counter shaft 5 for output counter gear GC and output gear. It is output to the output shaft 6 via GO. Note that the fifth gear is established when the output gear GO is selected by the third and fifth speed synchronizer S3 and the first input shaft 3 and the output shaft 6 are directly connected to each other.

  The output shaft 6 outputs the power converted into the gear ratio of the gear selected by the synchronizer S to a propeller shaft (not shown) via the companion flange 7.

  The synchronizer S is configured as a well-known synchro mechanism that fixes the idle gear to the rotation shaft while synchronizing the rotation speed of the idle gear and the rotation speed of the rotation shaft, and the first-speed driven gear G1 ′ or 2 The fast driven gear G2 ′, the fourth driven gear G4 ′, and the fast driven gear G6 ′ are fixed to the counter shaft 5 while being synchronized with the third input gear 3 and the third speed driving gear G3.

  The control valve CV has a hydraulic circuit formed therein, and the first and second clutches (not shown) and the shift actuators ACT1, ACT2, ACT3, ACT4, etc. are connected using hydraulic pressure pumped from an oil pump (not shown). It is configured as a well-known hydraulic control mechanism that performs hydraulic control.

The transmission electronic control unit 30 is configured as a microprocessor centered on a CPU 32. In addition to the CPU 32, a ROM 34 for storing a processing program, a RAM 36 for temporarily storing data, an input / output port (not shown), And a communication port.
The transmission electronic control unit 30 includes a signal from a pulse number detection sensor 50 that detects the number of pulses of the rotor of the first input shaft 3 and a pulse number detection that detects the number of pulses of the rotor of the second input shaft 4. A signal from the sensor 52, a shift position SP from the shift position sensor 60 that detects the shift position of the shift actuators ACT1, ACT2, ACT3, and ACT4, and a brake pedal position from the brake pedal position sensor 72 that detects the amount of depression of the brake pedal 70 BP, vehicle speed V from the vehicle speed sensor 80, and the like are input via the input port.
Further, the transmission electronic control unit 30 outputs a drive signal to the control valve CV through an output port. The transmission electronic control unit 30 calculates the input shaft rotational speeds Nin1 and Nin2 of the first input shaft 3 and the second input shaft 4 by a rotational speed calculation routine (not shown) based on signals input from the pulse number detection sensors 50 and 52. I'm calculating.

In the twin clutch type automatic transmission 1 configured as described above, in order to perform a quick shift, a pre-shift operation is performed in which a shift stage to be requested next is predicted and a shift operation to the shift stage is performed in advance. Is called.
That is, in the twin-clutch automatic transmission 1 according to the embodiment, since the shift is performed by switching between the first clutch and the second clutch, the gear stage established on the unconnected clutch side is selected in advance by the synchronization device S. I can keep it. In the preshift control, the shift actuator ACT is driven so that the shift position SP from the shift position sensor 60 in the preshift path is read and preshift is performed when it is determined that all the shift positions SP in the preshift path are in the neutral state N. Be controlled.

Next, the operation of the twin clutch type automatic transmission 1 in the embodiment configured as described above, particularly the operation when the preshift control is executed will be described.
FIG. 2 is a flowchart illustrating an example of the pre-shift prohibiting process executed by the transmission electronic control unit 30 of the twin clutch type automatic transmission 1 according to the first embodiment. This process is executed as an interrupt process when the preshift process is executed.

When the preshift prohibiting process is executed, the CPU 32 of the transmission electronic control unit 30 firstly inputs the input shaft rotational speed Nin of the input shaft on the preshifted side of the first input shaft 3 and the second input shaft 4, The brake pedal position BP is read from the brake pedal position sensor 72 (step S100), and a process for determining whether or not the brake pedal 70 is depressed is executed (step S102). When it is determined that the brake pedal 70 is depressed, the present process is terminated without stopping the preshift.
When it is determined that the brake pedal 70 is not depressed, the input shaft rotational speed Nin of the input shaft to be preshifted is compared with a threshold value Ninref (step S104). Here, the threshold value Ninref is set as a lower limit value that can be detected by the pulse number detection sensors 50 and 52, and is determined by the performance of the pulse number detection sensors 50 and 52.

When it is determined that the input shaft rotational speed Nin of the input shaft to be preshifted is less than the threshold value Ninref, it is determined that the input shaft rotational speed Nin of the input shaft to be preshifted cannot be accurately measured, and this is performed without doing anything. The process ends. When it is determined that the input shaft rotational speed Nin of the input shaft to be preshifted is equal to or greater than the threshold value Ninref, the target input shaft rotational speed Nin * of the input shaft to be preshifted is set (step S106), and the input shaft rotational speed Ninref of the preshifted input shaft is set. The rotational speed difference between the target input shaft rotational speed Nin * and the input shaft rotational speed Nin is compared with a threshold value Nref (step S108).
In the embodiment, the target input shaft rotational speed Nin * is set by preliminarily storing the relationship among the gear stage T to be preshifted, the vehicle speed V, and the target input shaft rotational speed Nin * as a map in the ROM 34 and preshifting. When the gear stage T and the vehicle speed V are given, the corresponding target input shaft speed Nin * is derived from the stored map. FIG. 3 shows a map showing an example of the relationship among the pre-shift gear stage T, the vehicle speed V, and the target input shaft speed Nin *.
The threshold value Nref is set to determine whether or not the pre-shifted input shaft (the first input shaft 3 or the second input shaft 4) is in a locked state.

  When the rotational speed difference between the target input shaft rotational speed Nin * of the input shaft to be pre-shifted and the input shaft rotational speed Nin is greater than or equal to the threshold value Nref, that is, the first input shaft 3 and the second input shaft 4 are likely to be locked. If so, the shift actuator ACT is drive-controlled to stop the pre-shift (step S110), and this process is terminated. On the other hand, when the rotational speed difference between the target input shaft rotational speed Nin * of the input shaft to be preshifted and the input shaft rotational speed Nin is less than the threshold value Nref, it is determined that it is not necessary to stop the preshift, and this process is terminated. To do.

  According to the twin clutch type automatic transmission 1 of the embodiment described above, the shift position sensor 60 determines that all the shift positions SP of the shift actuator ACT in the path to be preshifted are neutral N, and executes the preshift. In addition, since the pre-shift is stopped if the rotational speed difference between the target rotational speed Nin * of the input shaft to be pre-shifted and the actual input shaft rotational speed Nin is equal to or greater than the threshold value Nref, the path for pre-shifting due to a failure of the shift position sensor 60 or the like Even if it is erroneously determined that all the shift positions SP of the middle shift actuator ACT are in the neutral state N and the preshift is executed, it is possible to reliably prevent the preshifted input shaft from being locked. Of course, if the rotational speed difference between the target rotational speed Nin * of the input shaft to be pre-shifted and the actual input shaft rotational speed Nin is less than the threshold value Nref, the pre-shift is not stopped, so that it is possible to prepare for the next shift request to be made. , Gear shifting can be performed quickly.

  In addition, since the rotation speed difference between the target rotation speed Nin * of the input shaft to be pre-shifted and the actual input shaft rotation speed Nin is only compared with the threshold value Nref, the locked state of the input shaft to be pre-shifted can be ensured by simple control. Can be prevented. Further, when the input shaft rotational speed Nin of the input shaft to be preshifted is less than the threshold value Ninref, it is determined that the input shaft rotational speed Nin cannot be accurately measured, and the preshift is not stopped. Can be accurately determined.

  In the twin clutch type automatic transmission 1 according to the first embodiment, it is determined that the input shaft to be preshifted is in the locked state when the target rotation speed Nin * of the input shaft to be preshifted and the input shaft rotation speed Nin are greater than or equal to the threshold value Nref. The pre-shift is stopped, but the rotation speed of the counter shaft 5 and the output shaft 6 is detected, and when this is equal to or greater than the threshold value, the counter shaft 5 and the output shaft 6 are determined to be locked and the pre-shift is stopped. It does n’t matter what you do.

Next, a twin clutch type automatic transmission 1A as a second embodiment of the present invention will be described.
In the twin clutch type automatic transmission 1A of the second embodiment, a speed sensor (not shown) for detecting the moving speed of the shift actuator ACT is added to the same hardware configuration as the twin clutch type automatic transmission 1 of the first embodiment described above. Has a hard configuration.
For this reason, illustration and detailed description of the configuration of the twin clutch type automatic transmission 1A of the second embodiment are omitted to avoid duplication.

  FIG. 4 is a flowchart showing an example of the pre-shift prohibiting process executed by the transmission electronic control unit 30 of the twin clutch type automatic transmission 1A of the second embodiment. This process is executed as an interrupt process when the preshift process is executed.

  When this pre-shift prohibiting process is executed, the CPU 32 of the transmission electronic control unit 30 first reads the moving speed v of the shift actuator ACT from the speed sensor and the brake pedal position BP from the brake pedal position sensor 72 (step). S200), a process for determining whether or not the brake pedal 70 is depressed is executed (step S202). When it is determined that the brake pedal 70 is depressed, the present process is terminated without stopping the preshift. When it is determined that the brake pedal 70 is not depressed, the moving speed v of the shift actuator ACT is compared with a threshold value v1ref (step S204). Here, the threshold value v1ref is set as a lower limit value that can be detected by the speed sensor, and is determined by the performance of the speed sensor.

When it is determined that the moving speed v of the shift actuator ACT is less than the threshold value v1ref, it is determined that the moving speed v of the shift actuator ACT cannot be accurately measured, and this process is terminated without doing anything. When it is determined that the moving speed v of the shift actuator ACT is equal to or higher than the threshold value v1ref, the target moving speed v * of the shift actuator ACT is set (step S206), and the target moving speed v * and the moving speed v of the shift actuator ACT are set. Is compared with the threshold value v2ref (step S208).
In the embodiment, the target moving speed v * is set by setting the relationship between the shift speed T to be pre-shifted and the target moving speed v * by an experiment or the like and storing it in the ROM 34 as a map in advance. Given, the corresponding target travel speed v * is derived from the stored map.
The threshold value v2ref is set to determine whether or not the preshifted input shaft (the first input shaft 3 or the second input shaft 4) is in a locked state.

  When the speed difference between the target moving speed v * and the moving speed v of the shift actuator ACT is equal to or greater than the threshold value v2ref, that is, when the first input shaft 3 and the second input shaft 4 are likely to be locked, the pre-shift is stopped. Thus, the shift actuator ACT is driven and controlled (step S210), and this process is terminated. On the other hand, when the speed difference between the target moving speed v * and the moving speed v of the shift actuator ACT is less than the threshold value v2ref, it is determined that it is not necessary to stop the preshift, and this process is terminated.

  According to the twin clutch type automatic transmission 1A of the embodiment described above, the shift position sensor 60 determines that all the shift positions SP of the shift actuator ACT in the pre-shift path are neutral N, and executes the pre-shift. However, if the speed difference between the target moving speed v * of the shift actuator ACT and the actual moving speed v is equal to or greater than the threshold value v2ref, the pre-shift is stopped, so that the shift actuator ACT in the path for pre-shifting due to a failure of the shift position sensor 60 or the like. Even if it is erroneously determined that all the shift positions SP are neutral N and the pre-shift is executed, the locked state of the pre-shifted input shaft can be reliably prevented. Of course, if the speed difference between the target moving speed v * of the shift actuator ACT and the actual moving speed v is less than the threshold value v2ref, the pre-shift is not stopped, so that it is possible to prepare for the next shift request to be made. It can be carried out.

  Further, since the speed difference between the target moving speed v * of the shift actuator ACT and the actual moving speed v is only compared with the threshold value v2ref, the locked state of the input shaft that is pre-shifted by simple control can be reliably prevented. . Further, when the actual moving speed v of the shift actuator ACT is less than the threshold value v2ref, it is determined that the moving speed v cannot be accurately measured, and the preshift is not stopped, so the locked state of the input shaft to be preshifted is accurately determined. can do.

  In the twin clutch type automatic transmission 1A according to the second embodiment, a speed sensor that detects the moving speed of the shift actuator ACT is used. However, it is sufficient that the shift speed at the time of pre-shifting can be detected. A speed sensor that detects the moving speed of the sleeve CS may be used, or a speed sensor that detects the moving speed of the shift fork F may be used.

  In the twin clutch type automatic transmission 1A of the second embodiment, the moving speed v of the shift actuator ACT is detected. However, the shift actuator ACT may detect the time t required for the shift. In this case, the preshift may be stopped when the time difference between the target time t * required for the shift of the shift actuator ACT and the actual time t required for the shift is equal to or greater than the threshold value tref.

  As mentioned above, although embodiment of this invention was described using the Example, this invention is not limited to such an Example, In the range which does not deviate from the summary of this invention, it can implement with a various form. Of course.

It is a block diagram which shows the outline of a structure of the twin clutch type automatic transmission which is one Example of this invention. 3 is a flowchart illustrating an example of a pre-shift prohibiting process executed by the transmission electronic control unit of the twin clutch type automatic transmission according to the first embodiment. It is a map which shows an example of the relationship between the gear stage T to pre-shift, the vehicle speed V, and the target input shaft speed Nin *. It is a flowchart which shows an example of the pre-shift prohibition process performed by the electronic control apparatus for transmissions of the twin clutch type automatic transmission of 2nd Example.

Explanation of symbols

1, 1A Twin Clutch Automatic Transmission 3 First Input Shaft 4 Second Input Shaft 5 Counter Shaft 6 Output Shaft 30 Electronic Control Unit for Transmission 32 CPU
34 ROM
36 RAM
50, 52 Pulse number detection sensor 60 Shift position sensor 70 Brake pedal 72 Brake pedal position sensor 80 Vehicle speed sensor G Drive gear G1 First speed drive gear G2 Second speed drive gear G3 Third speed drive gear G4 Fourth speed gear G6 Sixth speed drive gear GR reverse drive gear GO output gear GC output counter gear G 'driven gear G1' 1st speed driven gear G2 '2nd speed driven gear G3' 3rd speed driven gear G4 '4th speed driven gear G6' 6th speed driven gear GR 'Reverse driven gear S Synchronizer CS Coupling sleeve F Shift fork ACT, ACT1, ACT2, ACT3, ACT4 Shift actuator CV Control valve SP Shift position BP Brake position V Vehicle speed Nin, Nin1, Nin2 Input shaft speed N Neutral State Ninref, Nref, v1ref, v2ref, tref threshold Nin * target input shaft rotational speed v moving velocity v * target time required for the time t * shift required for target movement time t shift

Claims (6)

The first transmission path capable of transmitting the power from the engine to the output shaft via the first clutch and the second transmission path capable of transmitting the power to the output shaft via the second clutch meshed with different gear ratios. A plurality of gear trains arranged in the first route and the second route, and any one of the plurality of gear trains can be selected to transmit power to the first transmission route and / or the second transmission route. A plurality of selection means arranged in the first transmission path and the second transmission path to enable transmission, and transmitting the power to the output shaft by the first transmission path or the second transmission path. A twin-clutch type automatic transmission that performs a pre-shift to make the second transmission path or the first transmission path in the transmission-enabled state in advance and shifts the first clutch and the second clutch. In the speed machine,
State detection means for detecting the state of the selection means;
Target state setting means for setting a target state of a path for performing the pre-shift among the first transmission path or the second transmission path;
Real state detecting means for detecting an actual state of the path for performing the pre-shift;
Drive control means for driving and controlling the selection means so as to perform the pre-shift when all of the selection means arranged in the path for performing the pre-shift are in a neutral state;
When the actual state and the target state do not match, the selection unit is controlled to stop the preshift even if all the states of the selection unit arranged in the path for performing the preshift are in a neutral state. Stop control means;
Twin clutch type automatic transmission equipped with. The target state setting means is means for setting a target rotational speed of a rotary shaft constituting a path for performing the preshift,
The actual state detecting means is means for detecting an actual rotational speed of the rotating shaft,
2. The twin according to claim 1, wherein the stop control means is means for stopping and controlling the selection means so as to stop the pre-shift when a rotational speed difference between the target rotational speed and the actual rotational speed is a predetermined value or more. Clutch type automatic transmission.   The stop control means is means for preventing the selection means from being stopped even when a difference in rotational speed between the target rotational speed and the actual rotational speed is greater than or equal to a predetermined value when the actual rotational speed is smaller than a predetermined value. Item 3. The twin clutch type automatic transmission according to Item 2. The target state setting means is means for setting a target selection time when the selection means selects the gear train,
The actual state detection means is means for detecting an actual selection time when the selection means selects the gear train,
4. The stop control means is means for stopping control the selection means so as to stop the pre-shift when a difference between the target selection time and the actual selection time is a predetermined time or more. Twin clutch type automatic transmission. The target state setting means is a means for setting a target selection speed when the selection means selects the gear train,
The actual state detection means is means for detecting an actual selection speed when the selection means selects the gear train,
4. The stop control means is means for stopping and controlling the selection means so as to stop the pre-shift when a difference between the target selection speed and the actual selection speed is a predetermined speed or more. Twin clutch type automatic transmission. The first transmission path capable of transmitting the power from the engine to the output shaft via the first clutch and the second transmission path capable of transmitting the power to the output shaft via the second clutch meshed with different gear ratios. A plurality of gear trains arranged in the first route and the second route, and any one of the plurality of gear trains can be selected to transmit power to the first transmission route and / or the second transmission route. A plurality of selection means arranged in the first transmission path and the second transmission path to enable transmission, and transmitting the power to the output shaft by the first transmission path or the second transmission path. A twin-clutch type automatic transmission that performs a pre-shift to make the second transmission path or the first transmission path in the transmission-enabled state in advance and shifts the first clutch and the second clutch. A method of controlling a speed machine,
(A) setting a target state of a path for performing the pre-shift in the first transmission path or the second transmission path;
(B) detecting the actual state of the path performing the pre-shift;
(C) detecting the state of the selection means;
(D) driving and controlling the selection means so as to perform the pre-shift when all of the selection means arranged in the path for performing the pre-shift are in a neutral state;
(E) A twin-clutch automatic transmission that stops the preshift even when all the states of the selection means arranged in the path for performing the preshift are in a neutral state when the actual state and the target state do not match How to control the machine.

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