JP2016070444A - Control device for dual clutch type transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a dual clutch type transmission capable of reducing a reverse distance of a vehicle when a reverse range is changed over to a forward range.SOLUTION: Under a state in which a shift range is a reverse range, the first clutch 15 is engaged and the second clutch 16 is released, a reverse driven gear 31 is engaged with the first output shaft 13, a driving force from a driving source is transmitted to the second output shaft 14 through the first clutch 15, the first input shaft 11, a first speed drive gear 17, the first reverse drive gear 29, a reverse shaft 32, the second reverse drive gear 30 and the reverse driven gear 31, then a vehicle moves reversely. Under this state, the driven gear engaged with the two-speeds drive gear, i.e. the two-speeds driven gear is engaged (preset) with the output shaft. After this operation, when the shift range is changed over from the reverse range to the forward range, the first clutch 15 is released and the second clutch 16 is engaged.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a dual clutch transmission.

  2. Description of the Related Art A dual clutch transmission (DCT) is known as a type of transmission mounted on a vehicle such as an automobile.

  The dual clutch transmission includes, for example, a first input shaft and a second input shaft arranged on the same axis, a first clutch that transmits / cuts driving force from a driving source such as an engine to the first input shaft, A second clutch that transmits / cuts driving force from the drive source to the second input shaft, and an output shaft provided in parallel to the first input shaft and the second input shaft are provided. A drive gear for odd gears is held on the first input shaft. A drive gear (drive gear) for even speeds is held on the second input shaft. The output shaft holds driven gears (driven gears) that mesh with the drive gears.

  In the dual clutch transmission, the driven gear that meshes with the drive gear for the odd-numbered gear stage is selectively engaged with the output shaft (coupled so as not to be relatively rotatable), the first clutch is engaged, and the second clutch Is released, each odd gear stage is obtained. In addition, the driven gear that meshes with the drive gear for even-numbered gears is selectively engaged with the output shaft, the first clutch is released, and the second clutch is engaged, so that each even-numbered gear is can get.

  The dual clutch transmission is further provided with, for example, a reverse drive gear that rotates as the first input shaft rotates. The reverse driven gear to which the driving force is transmitted from the reverse drive gear is engaged with the output shaft, the first clutch is engaged, and the second clutch is released, so that the output shaft is in the opposite direction to that during forward movement. It is rotated (reverse gear is obtained).

JP-T 2009-518592

  FIG. 5 is a timing chart for explaining conventional control when the shift range is switched from the R range (reverse range) to the D range (forward range).

  When the shift lever (select lever) is in the R range, the first clutch is engaged. When the shift lever is operated (shift operation) from the R range to the D range (time T51), the first clutch is released, so that the hydraulic pressure supplied to the first clutch is reduced. Further, the engagement between the reverse driven gear and the output shaft is released.

  When the first clutch is released (time T52), thereafter, the neutral state in which both the first clutch and the second clutch are released is maintained. While this neutral state is maintained, the driven gear for the first gear and the output shaft are engaged. Then, when the neutral state is maintained for a predetermined time (for example, 1 second), supply of hydraulic pressure to the first clutch is started (time T53), and the first clutch is engaged.

  Depending on the driver, the shift lever may be operated from the R range to the D range without stepping on the brake, for example, when driving at a low speed such as when entering a garage. When such an operation is performed, there is a problem that the vehicle moves backward due to inertia while the neutral state is maintained. In particular, when the road surface on which the vehicle is located has an upward slope, the reverse travel distance (sliding distance) of the vehicle increases.

  An object of the present invention is to provide a control device for a dual clutch transmission that can reduce the reverse distance of a vehicle when switching from a reverse range to a forward range.

  In order to achieve the above object, a control device for a dual clutch transmission according to the present invention transmits a driving force from a first input shaft, a second input shaft, an output shaft, and a driving source to the first input shaft. Fixed to the first input shaft, the first clutch engaged / released to disconnect / disengage, the second clutch engaged / released to transmit / disconnect the driving force from the drive source to the second input shaft Drive gears for odd-numbered gear stages, drive gears for even-numbered gear stages fixed to the second input shaft, drive gears provided corresponding to the drive gears, A plurality of meshed driven gears, a reverse drive gear that rotates as the first input shaft rotates, a reverse driven gear that is held on the output shaft and meshes with the reverse drive gear, and a driven gear and a reverse driven gear are output. A selective engagement mechanism for selectively engaging the shaft; The control device is applied to a vehicle equipped with a dual clutch transmission and controls the dual clutch transmission, wherein the shift range is the reverse range, the first clutch is engaged, and the second clutch is released. A preset means for generating a preset state in which the reverse driven gear and the driven gear meshing with the second-speed drive gear are engaged with the output shaft by the selective engagement mechanism, and in the preset state, the shift range is Clutch switching means for releasing the first clutch and engaging the second clutch when the reverse range is switched to the forward range.

  According to this configuration, when the shift range is the reverse range, the first clutch is engaged, and the second clutch is released, the reverse driven gear meshing with the reverse drive gear is engaged with the output shaft, The drive force from the drive source is transmitted to the output shaft through the first clutch, the first input shaft, the reverse drive gear, and the reverse driven gear, so that the vehicle moves backward. In this state, a driven gear that meshes with the second-speed drive gear, that is, the second-speed driven gear is engaged (preset) with the output shaft.

  Thereafter, when the shift range is switched from the reverse range to the forward range, the first clutch is released and the second clutch is engaged. Prior to the changeover between the first clutch and the second clutch, the second gear driven gear is engaged with the output shaft. Therefore, compared with the conventional control, it is possible to shorten the time during which the neutral state in which both the first clutch and the second clutch are released is maintained. By shortening the time during which the neutral state is maintained, it is possible to reduce the reverse distance of the vehicle, in particular, the downhill distance of the vehicle on an uphill road surface.

  The time during which the neutral state is maintained may be zero. However, when the driving source of the vehicle is an engine, the engine is stopped due to simultaneous engagement of both the first clutch and the second clutch (engine stall). ) Is preferably set to a minimum time in which it can be avoided, for example, 0.2 to 0.5 seconds. As a result, the reverse travel distance of the vehicle can be reduced while avoiding engine stall when switching from the reverse travel range to the forward travel range.

  After the first clutch is released, the reverse driven gear and the output shaft are disengaged, and the driven gear meshing with the first-speed drive gear, that is, the first-speed driven gear is engaged with the output shaft. (Preset) may be performed.

  When torque shortage due to so-called second speed start occurs, if the driven gear for the first gear is engaged with the output shaft, the second clutch is released and the first clutch is engaged, Torque shortage is resolved. As a result, good acceleration performance of the vehicle can be exhibited.

  Whether or not torque is insufficient may be determined based on, for example, whether or not the acceleration in the forward direction of the vehicle is greater than or equal to a certain value. That is, if the acceleration in the forward direction of the vehicle is greater than or equal to a certain value, it is determined that there is no torque shortage. If the acceleration in the forward direction of the vehicle is less than a certain value, the vehicle is sufficiently accelerated in the forward direction. Alternatively, it may be determined that torque shortage has occurred.

  If it is determined whether or not the road surface where the vehicle is located is a downward slope, and if the road surface is a downward slope, the presetting of the driven gear for the first speed stage is not performed, and instead, for the third speed stage A driven gear that meshes with the drive gear, that is, a driven gear for the third speed stage may be engaged (preset) with the output shaft.

  In a state where the shift range is the reverse range, the first clutch is engaged, and the second clutch is released, it is determined whether or not the road surface on which the vehicle is located is an upward slope, and the road surface is an upward slope. In some cases, both the reverse driven gear and the second gear driven gear may be engaged with the output shaft. When the slope is not ascending, the first-gear driven gear may be engaged with the output shaft in the neutral state after the first clutch is released.

  According to the present invention, it is possible to shorten the time during which the neutral state in which both the first clutch and the second clutch are released is maintained as compared with the conventional control. By shortening the time during which the neutral state is maintained, it is possible to reduce the reverse distance of the vehicle, in particular, the downhill distance of the vehicle on an uphill road surface.

It is a skeleton figure which shows the structure of a dual clutch type transmission. It is a block diagram which shows the electric constitution which concerns on one Embodiment of this invention. It is a timing chart for demonstrating control when a shift range is switched from R range to D range. It is a flowchart for demonstrating the modification of control when a shift range is switched from R range to D range. It is a timing chart for demonstrating the conventional control when a shift range is switched from R range to D range.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a skeleton diagram showing the configuration of the dual clutch transmission 1.

  The dual clutch transmission 1 is a 6-speed DCT having 6 forward speeds and 1 reverse speed. The dual clutch transmission 1 is mounted on, for example, a vehicle that uses an engine as a driving source, and transmits the driving force of the engine to a differential gear.

  The dual clutch transmission 1 includes a first input shaft (input shaft) 11, a second input shaft 12, a first output shaft (output shaft) 13, a second output shaft 14, a first clutch 15, a second clutch 16, First speed drive gear (drive gear) 17 and first speed driven gear (driven gear) 18 corresponding to the first speed stage, second speed drive gear 19 and second speed driven gear 20 corresponding to the second speed stage, and third speed gear 3 4th speed drive gear 23 and 4th speed driven gear 24 corresponding to 4th speed stage 5th speed drive gear 25 and 5th speed driven gear 26 corresponding to 5th speed stage, 6th speed stage 6-speed drive gear 27 and 6-speed driven gear 28 corresponding to, and a first reverse drive gear 29, a second reverse drive gear 30 and a reverse driven gear 31 corresponding to the reverse gear.

  The first input shaft 11 and the second input shaft 12 are arranged on the same axis as the engine output shaft (not shown).

  The first input shaft 11 is connected to the output shaft of the engine via the first clutch 15. A first speed drive gear 17, a third speed drive gear 21, and a fifth speed drive gear 25 are held (fixed) on the first input shaft 11 so as not to be relatively rotatable. The third speed drive gear 21 is disposed on the first clutch 15 side with respect to the first speed drive gear 17, and the fifth speed drive gear 25 is disposed on the opposite side of the first clutch 15 side with respect to the first speed drive gear 17. ing.

  The second input shaft 12 is formed as a hollow shaft in which the first input shaft 11 is disposed, and is connected to the output shaft of the engine via the second clutch 16. A second speed drive gear 19, a fourth speed drive gear 23, and a sixth speed drive gear 27 are held (fixed) on the second input shaft 12 so as not to be relatively rotatable. The 4-speed drive gear 23 and the 6-speed drive gear 27 are constituted by, for example, a single gear (hereinafter, if there is no need to distinguish the 4-speed drive gear 23 and the 6-speed drive gear 27, “drive gear”). 23, 27 "). The drive gears 23 and 27 are disposed on the side opposite to the second clutch 16 side with respect to the second-speed drive gear 19.

  The first output shaft 13 and the second output shaft 14 are arranged such that their axes are parallel to the axes of the first input shaft 11 and the second input shaft 12, that is, the axis of the engine output shaft.

  A first speed driven gear 18, a second speed driven gear 20, a third speed driven gear 22 and a fourth speed driven gear 24 are held on the first output shaft 13 so as to be relatively rotatable. The first speed driven gear 18, the second speed driven gear 20, the third speed driven gear 22 and the fourth speed driven gear 24 are respectively a first speed drive gear 17, a second speed drive gear 19, a third speed drive gear 21 and a fourth speed drive gear 23. Meshed.

  The second output shaft 14 holds a fifth speed driven gear 26, a sixth speed driven gear 28, and a reverse driven gear 31 so as to be relatively rotatable. A 5-speed driven gear 25 and a 6-speed driven gear 27 are engaged with the 5-speed driven gear 26 and the 6-speed driven gear 28, respectively.

  The dual clutch transmission 1 includes a reverse shaft 32. The reverse shaft 32 is disposed such that its axis is parallel to the axes of the first input shaft 11 and the second input shaft 12, that is, the axis of the engine output shaft. A first reverse drive gear 29 and a second reverse drive gear 30 are held (fixed) on the reverse shaft 32 so as not to be relatively rotatable. The first reverse drive gear 29 meshes with the first speed drive gear 17. The second reverse drive gear 30 meshes with the reverse driven gear 31.

  FIG. 2 is a block diagram showing the configuration of the electrical configuration according to the embodiment of the present invention.

  The control device 2 is provided in a vehicle on which the dual clutch transmission 1 is mounted, for example, as an ECU (electronic control unit) for controlling the dual clutch transmission 1. The vehicle includes a plurality of ECUs, and each ECU includes, for example, a CPU and a memory, and is connected so as to be capable of bidirectional communication using a CAN (Controller Area Network) communication protocol.

  The control unit (ECU) 2 includes a shift sensor 41 that detects the position (shift range) of a shift lever (not shown) disposed in the vehicle interior of the vehicle, a vehicle speed sensor 42 that detects the vehicle speed, and vehicle acceleration. Each detection signal of the G sensor 43 to be detected is input.

  The shift range includes a P range (parking range), an R range (backward range), an N range (neutral range), and a D range (forward range). The shift lever can be shifted between the P range, the R range, the N range, and the D range, and the shift range can be switched to the P range, the R range, the N range, or the D range by the shift operation. The shift sensor 41 outputs a signal indicating whether the shift range is the P range, the R range, the N range, or the D range.

  The vehicle speed sensor 42 includes, for example, a rotor made of a magnetic body that rotates as the vehicle travels, and an electromagnetic pickup provided in non-contact with the rotor. Each time the rotor rotates by a certain angle, a pulse signal is output from the electromagnetic pickup, and the pulse signal is input to the control device 2. Since the frequency of the pulse signal corresponds to the vehicle speed, the control device 2 converts the frequency of the pulse signal input from the vehicle speed sensor 42 into the vehicle speed.

  As the G sensor 43, a sensor that outputs a signal corresponding to the displacement of the weight as a detection signal corresponding to the acceleration of the vehicle is employed. When the vehicle speed and / or the road surface gradient change, the weight is displaced, and a signal corresponding to the displacement is output from the G sensor 43. The control device 2 calculates the acceleration of the vehicle from the detection signal of the G sensor 43.

  The vehicle speed sensor 42 and the G sensor 43 may be connected to an ECU different from the control device 2. In that case, the ECU may calculate the vehicle speed and acceleration, and input the vehicle speed and acceleration to the control device 2.

  Control targets of the control device 2 include the first clutch 15, the second clutch 16, and the selective engagement mechanism 51. The selective engagement mechanism 51 is disposed between the first speed driven gear 18 and the third speed driven gear 22 to selectively engage the first speed driven gear 18 and the third speed driven gear 22 with the first output shaft 13. And a second gear driven gear 20 and a fourth gear driven gear 24 for selectively engaging the second gear driven gear 20 and the fourth gear driven gear 24 with the first output shaft 13. The synchromesh is disposed adjacent to the fifth-speed driven gear 26 and is used for engaging the fifth-speed driven gear 26 with the second output shaft 14, and between the sixth-speed driven gear 28 and the reverse driven gear 31. And a synchromesh or the like for selectively engaging the sixth speed driven gear 28 and the reverse driven gear 31 with the second output shaft 14. A solenoid valve for controlling the hydraulic pressure supplied to the first clutch 15, the second clutch 16 and the selective engagement mechanism 51 is connected to the control device 2.

  The shift range is the D range, the first speed driven gear 18 is engaged with the first output shaft 13, the second speed driven gear 20, the third speed driven gear 22 and the fourth speed driven gear 24 are engaged with the first output shaft 13. If the first clutch 15 is engaged while the second clutch 16 is disengaged, the driving force of the engine is the first clutch 15, the first input shaft 11, the first speed drive gear 17, and It is transmitted to the first output shaft 13 via the first speed driven gear 18. The driving force transmitted to the first output shaft 13 is transmitted to the differential gear, and is transmitted from the differential gear to the left and right drive wheels. At this time, the driving force of the engine is changed at a gear ratio of the first gear, and the vehicle moves forward with the changed driving force.

  The shift range is the D range, the second speed driven gear 20 is engaged with the first output shaft 13, the first speed driven gear 18, the third speed driven gear 22 and the fourth speed driven gear 24 are engaged with the first output shaft 13. If the second clutch 16 is engaged while the first clutch 15 is disengaged, the driving force of the engine is changed to the second clutch 16, the second input shaft 12, the second speed drive gear 19, and It is transmitted to the first output shaft 13 via the second speed driven gear 20. At this time, the driving force of the engine is changed at a gear ratio of the second speed, and the vehicle moves forward with the changed driving force.

  The shift range is the D range, the third speed driven gear 22 is engaged with the first output shaft 13, and the first speed driven gear 18, the second speed driven gear 20 and the fourth speed driven gear 24 are engaged with the first output shaft 13. If the first clutch 15 is engaged while the second clutch 16 is disengaged, the driving force of the engine causes the first clutch 15, the first input shaft 11, the third speed drive gear 21, and It is transmitted to the first output shaft 13 via the third speed driven gear 22. At this time, the driving force of the engine is changed at a gear ratio of the third speed, and the vehicle moves forward with the changed driving force.

  The shift range is the D range, the fourth speed driven gear 24 is engaged with the first output shaft 13, the first speed driven gear 18, the second speed driven gear 20 and the third speed driven gear 22 are engaged with the first output shaft 13. If the second clutch 16 is engaged while the first clutch 15 is disengaged, the driving force of the engine causes the second clutch 16, the second input shaft 12, the fourth speed drive gear 23, and It is transmitted to the first output shaft 13 via the fourth speed driven gear 24. At this time, the driving force of the engine is shifted at a gear ratio of the fourth speed, and the vehicle moves forward by the shifted driving force.

  The shift range is the D range, the fifth speed driven gear 26 is engaged with the second output shaft 14, the sixth speed driven gear 28 and the reverse driven gear 31 are not engaged with the second output shaft 14, and the second When the first clutch 15 is engaged with the clutch 16 disengaged, the driving force of the engine passes through the first clutch 15, the first input shaft 11, the fifth speed drive gear 25 and the fifth speed driven gear 26. Is transmitted to the second output shaft 14. At this time, the driving force of the engine is changed at a gear ratio of the fifth speed, and the vehicle moves forward with the changed driving force.

  The shift range is the D range, the sixth speed driven gear 28 is engaged with the second output shaft 14, the fifth speed driven gear 26 and the reverse driven gear 31 are not engaged with the second output shaft 14, and the first When the second clutch 16 is engaged while the clutch 15 is disengaged, the driving force of the engine passes through the second clutch 16, the second input shaft 12, the sixth speed drive gear 27 and the sixth speed driven gear 28. Is transmitted to the second output shaft 14. At this time, the driving force of the engine is shifted at a gear ratio of the sixth speed, and the vehicle moves forward by the shifted driving force.

  The shift range is the R range, the reverse driven gear 31 is engaged with the second output shaft 14, the fifth speed driven gear 26 and the sixth speed driven gear 28 are not engaged with the second output shaft 14, and the second When the first clutch 15 is engaged while the clutch 16 is disengaged, the driving force of the engine is the first clutch 15, the first input shaft 11, the first speed drive gear 17, the first reverse drive gear 29, It is transmitted to the second output shaft 14 via the reverse shaft 32, the second reverse drive gear 30 and the reverse driven gear 31. At this time, the second output shaft 14 rotates in the reverse direction (hereinafter referred to as “reverse direction”) when the vehicle moves forward, and the rotation in the reverse direction is transmitted to the left and right drive wheels via the differential gear. The vehicle moves backward.

  When the shift range is the P range or the N range, both the first clutch 15 and the second clutch 16 are released.

  FIG. 3 is a timing chart for explaining control when the shift range is switched from the R range to the D range.

  When the shift range is the R range and the vehicle is moving backward at a predetermined vehicle speed (for example, 5 km / h) or less, the second-speed driven gear 20 is engaged with the first output shaft 13. As a result, both the second-speed driven gear 20 and the reverse driven gear 31 are in a preset state in which the first output shaft 13 is engaged.

  When the shift range is switched from the R range to the D range by the operation of the shift lever (time T1), the hydraulic pressure supplied to the first clutch 15 is reduced to release the first clutch 15.

  When the first clutch 15 is released (time T2), the neutral state in which both the first clutch 15 and the second clutch 16 are released is maintained for a predetermined time thereafter (time T2-T3). The predetermined time during which the neutral state is maintained is the minimum time that can avoid engine stop (engine stall) due to simultaneous engagement of both the first clutch 15 and the second clutch 16, for example, 0.2. Set to ~ 0.5 seconds.

  When the neutral state is maintained for a predetermined time, the supply of hydraulic pressure to the second clutch 16 is started to engage the second clutch 16 (time T3). As the hydraulic pressure increases, the driving force transmitted to the first output shaft 13 increases, and the rotational speed decreases in the reverse direction of the first output shaft 13. When the second clutch 16 is completely engaged, the switching from the reverse gear to the second gear is completed.

  Thereafter, the reverse driven gear 31 and the first output shaft 13 are disengaged, and the first speed driven gear 18 is engaged with the first output shaft 13 (time T4).

  Then, in order to release the second clutch 16, the hydraulic pressure supplied to the second clutch 16 is reduced (time T5). At the same time, the supply of hydraulic pressure to the first clutch 15 is started to engage the first clutch 15. As a result, the second speed is switched to the first speed, the driving force transmitted to the first output shaft 13 is increased, and the acceleration of the vehicle is increased.

  As described above, when the shift range is switched from the R range to the D range, the first clutch 15 is released and the second clutch 16 is engaged. Prior to switching between the first clutch 15 and the second clutch 16, the second speed driven gear 20 is engaged with the first output shaft 13. Therefore, after the engagement of the second clutch 16 is started, the driving force in the direction in which the vehicle moves forward can be transmitted to the first output shaft 13.

  In the conventional control, when the shift range is switched from the R range to the D range, the relationship between the reverse driven gear 31 and the first output shaft 13 in the neutral state in which both the first clutch 15 and the second clutch 16 are released. The engagement is released and the first-speed driven gear 18 is engaged with the first output shaft 13. Therefore, the neutral state must be maintained for the time required for switching the gear engagement.

  If the second-speed driven gear 20 is engaged with the first output shaft 13 before the first clutch 15 and the second clutch 16 are switched, it is not necessary to switch the gear engagement in the neutral state. Therefore, the time during which the neutral state is maintained can be shortened as compared with the conventional control. By shortening the time during which the neutral state is maintained, it is possible to reduce the reverse distance of the vehicle, in particular, the downhill distance of the vehicle on an uphill road surface.

  After the first clutch 15 is released, the reverse driven gear 31 and the first output shaft 13 are disengaged, and the first speed driven gear 18 is engaged with the first output shaft 13. Then, the second clutch 16 is released and the first clutch 15 is engaged. Thus, since the second speed stage is switched to the first speed stage, even if the torque shortage due to the so-called second speed start occurs, the torque shortage can be quickly resolved. As a result, good acceleration performance of the vehicle can be exhibited.

  FIG. 4 is a flowchart for explaining a modified example of control when the shift range is switched from the R range to the D range.

  The control shown in FIG. 3 is performed when the condition that the road surface where the vehicle is located is an uphill slope is satisfied in addition to the condition that the shift range is the R range and the vehicle is moving backward at a predetermined vehicle speed or less. May be executed.

  Further, the switching of the gear position from the second gear position to the first gear speed by the control shown in FIG. 3 may be executed when the torque is insufficient.

  When these are adopted, the processing shown in FIG.

  In this process, when the condition that the shift range is the R range and the vehicle is moving backward at a predetermined vehicle speed or less is satisfied, first, the gradient of the road surface on which the vehicle is located is estimated (step S1).

  The acceleration acquired from the detection signal of the G sensor 43 includes an acceleration component due to a change in the vehicle speed and an acceleration component due to a road surface gradient. On the other hand, the acceleration obtained by differentiating the vehicle speed obtained from the output signal of the vehicle speed sensor 42 is only the acceleration component due to the change in the vehicle speed. Therefore, by obtaining the difference between the acceleration acquired from the detection signal of the G sensor 43 and the differential value of the vehicle speed, an acceleration component due to the road surface gradient can be obtained. Therefore, the gradient can be estimated based on the acceleration component. it can.

  Next, it is determined whether or not the estimated gradient is an upward gradient (step S2).

  When it is determined that the vehicle is in an upward gradient (YES in step S2), the second speed driven gear 20 is engaged with the first output shaft 13 and the shift range is switched from the R range to the D range. Is switched from the reverse gear to the second gear (step S3).

  On the other hand, when it is determined that the vehicle is not in an ascending slope (NO in step S2), the control device 2 executes conventional control, and the gear position is switched from the reverse gear to the first gear (step S6). That is, when it is determined that the slope is not an upward slope, the first clutch 15 is released when the shift range is switched from the R range to the D range. Further, the engagement between the reverse driven gear 31 and the second output shaft 14 is released. After the first clutch 15 is released, the neutral state in which both the first clutch 15 and the second clutch 16 are released is maintained. While the neutral state is maintained, the first speed driven gear 18 and the first output shaft 13 are engaged. Then, when the neutral state is maintained for a predetermined time, the first clutch 15 is engaged.

  When the shift speed is switched from the reverse speed to the second speed, it is then determined whether or not the torque is insufficient due to the second speed start (step S4).

  This determination may be, for example, a determination as to whether or not the acceleration in the forward direction of the vehicle is greater than or equal to a certain value. The acceleration in the forward direction of the vehicle can be detected by the G sensor 43. If the acceleration in the forward direction of the vehicle is greater than or equal to a certain value, it is possible to determine that there is no torque shortage and that there is no actual torque shortage. On the other hand, if the acceleration in the forward direction of the vehicle is less than a certain value, the torque is insufficient. In fact, it is determined that the vehicle is not sufficiently accelerated in the forward direction and the torque is insufficient. Can do.

  Further, the determination as to whether or not the torque is insufficient may be a determination as to whether or not the road surface where the vehicle is located is a downward slope. If the road surface is a downward slope, it is considered that there is a low possibility that a shortage of torque will occur when the vehicle moves forward. On the other hand, if the road surface is not descending, it is considered that the possibility of torque shortage due to the 2nd speed start is not low.

  If the torque is insufficient (YES in step S4), the reverse driven gear 31 and the first output shaft 13 are disengaged, and the first speed driven gear 18 is engaged with the first output shaft 13. The Then, the second clutch 16 is released and the first clutch 15 is engaged, so that the gear position is switched from the second gear to the first gear (step S5).

  If the torque is not insufficient (NO in step S4), the shift speed is not switched from the second speed to the first speed (skip in step S5). In this case, the reverse driven gear 31 and the first output shaft 13 are disengaged, and the third speed driven gear 22 is engaged with the first output shaft 13. Then, when a predetermined shift-up condition is satisfied, the second clutch 16 is disengaged and the first clutch 15 is engaged, so that the shift speed is switched from the second speed to the third speed.

  As mentioned above, although embodiment of this invention was described, this invention can also be implemented with another form.

  For example, the dual clutch transmission 1 is a six-speed DCT having six forward speeds and one reverse speed and having a first output shaft 13 and a second output shaft 14. The dual clutch transmission 1 is not limited to the configuration, and may have a configuration including one output shaft. Further, the dual clutch transmission 1 may be a 4-speed DCT having 4 forward speeds / 1 reverse speed, or a DCT having an even speed / reverse 1 speed stage with 8 or more forward speeds. There may be.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

DESCRIPTION OF SYMBOLS 1 Dual clutch type transmission 2 Control apparatus 11 1st input shaft 12 2nd input shaft 13 1st output shaft (output shaft)
14 Second output shaft (output shaft)
15 1st clutch 16 2nd clutch 17 1st speed drive gear 18 1st speed driven gear 19 2nd speed drive gear 20 2nd speed driven gear 21 3rd speed drive gear 22 3rd speed driven gear 23 4th speed drive gear 24 4th speed driven gear 25 5 High-speed drive gear 26 5-speed driven gear 27 6-speed drive gear 28 6-speed driven gear 29 First reverse drive gear (reverse drive gear)
30 Second reverse drive gear (reverse drive gear)
31 Reverse driven gear 51 Selective engagement mechanism

Claims (3)

A first input shaft; a second input shaft; an output shaft; a first clutch engaged / released to transmit / cut off a driving force from a driving source to the first input shaft; and A second clutch that is engaged / released to transmit / block driving force to / from the second input shaft, an odd-speed drive gear that is fixed to the first input shaft, and a second input shaft that is fixed to the second input shaft; A drive gear for even-numbered gears, a plurality of driven gears provided corresponding to the drive gear, held on the output shaft and meshing with the corresponding drive gear, and the first input shaft. A reverse drive gear that rotates with rotation, a reverse driven gear that is held on the output shaft and meshes with the reverse drive gear, and the driven gear and the reverse driven gear are selectively engaged with the output shaft. Dual clutch equipped with a selective engagement mechanism Is applied to a vehicle equipped with an expression transmission, a control device for controlling the dual clutch transmission,
When the shift range is a reverse range, the first clutch is engaged, and the second clutch is released, the selective engagement mechanism meshes with the reverse driven gear and the second-speed drive gear. Presetting means for generating a preset state in which the driven gear is engaged with the output shaft;
A clutch switching means for releasing the first clutch and engaging the second clutch when the shift range is switched from the reverse range to the forward range in the preset state. Control device. After the first clutch is disengaged by the clutch switching means, the selective engagement mechanism disengages the reverse driven gear from the output shaft, and the driven gear meshes with the first-speed drive gear. First-speed preset means for engaging a gear with the output shaft;
And second clutch switching means for releasing the second clutch and engaging the first clutch after the driven gear is engaged with the output shaft by the first speed preset means. Item 2. A control apparatus for a dual clutch transmission according to Item 1. A determination means for determining whether or not the road surface on which the vehicle is located is an uphill;
3. The control device for a dual clutch transmission according to claim 1, wherein the preset unit causes the preset state to be generated when the determination unit determines that the road surface is an uphill slope. 4.

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