JP2016102567A - Control device for dual clutch type speed change gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a dual clutch type speed change gear capable of attaining a well-balanced state between a fast speed change from a first speed stage to a second speed stage and a fast change-over from one speed stage to a reverse stage.SOLUTION: Under a state in which a first speed driven gear 18 is engaged with the first output shaft 13 and the first clutch 15 is engaged, that is, a state in which a first speed stage is constituted, it is judged whether a vehicle speed is faster than a reverse inhibit vehicle speed C. Then, when the vehicle speed is faster than the reverse inhibit vehicle speed C, the second speed driven gear 20 is engaged with the first output shaft 13, the dual clutch type speed change gear 1 is set to the second speed stage waiting and in turn when the vehicle speed is less than the reverse inhibit vehicle speed C, the reverse driven gear 30 is engaged with the second output shaft 14 and the dual clutch type speed change gear 1 is set to a reverse waiting state.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 to form each odd gear. 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 Composed.

  The dual clutch transmission is further provided with, for example, a reverse drive gear that rotates as the second 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 released, and the second clutch is engaged, so that the output shaft is in the reverse direction to the forward direction. It is rotated (a reverse gear is configured).

JP-T 2009-518592

  In a state where the shift range is the D range (forward range) and the first speed stage is configured, the accelerator pedal is then depressed to increase the vehicle speed and shift from the first speed stage to the second speed stage. It is assumed that the shift range is shifted from the D range to the R range (backward range) by operating the shift lever from the D position to the R position.

  Therefore, in the state where the first gear is configured, is the driven gear meshing with the second-speed drive gear, that is, the second-speed driven gear engaged with the output shaft and is in standby (second-speed standby)? Alternatively, a driven gear that meshes with the drive gear for the reverse gear, that is, the driven gear for the reverse gear, is engaged with the output shaft to stand by (reverse standby).

  However, when waiting for the second speed, when the shift lever is operated from the D position to the R position, the engagement between the driven gear for the second speed and the output shaft is released, and the driven gear for the reverse speed is output. After being engaged with the shaft, the first clutch is released and the second clutch is engaged, and the shift from the D range to the R range (switching from the first gear to the reverse gear) is delayed.

  On the other hand, when in reverse standby, when the accelerator pedal is depressed, the engagement between the reverse gear driven gear and the output shaft is released, and the second gear driven gear is engaged with the output shaft. Thereafter, the first clutch is released and the second clutch is engaged, and the shift from the first gear to the second gear is delayed.

  An object of the present invention is to provide a control device for a dual clutch transmission that can balance a quick shift from the first speed to the second speed and a quick change from the first speed to the reverse speed in a balanced manner. That is.

  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 for a reverse gear that rotates in accordance with the rotation of the second input shaft, a reverse driven gear that is held on the output shaft and meshes with the reverse drive gear, and the driven gear and reverse Selector for selectively engaging the driven gear with the output shaft A control device for controlling a dual clutch transmission that is used in a vehicle equipped with a dual clutch transmission that includes a mechanism, and a driven gear that meshes with a drive gear for the second gear is engaged with an output shaft. In response to the vehicle speed decreasing to the downshift vehicle speed with the driven gear meshing with the first-speed drive gear engaged with the output shaft and the second clutch engaged, the second clutch is The downshift means for releasing and engaging the first clutch and the driven gear meshing with the first-speed drive gear are engaged with the output shaft, and the driven gear meshing with the second-speed drive gear is output. In response to the vehicle speed increasing to an upshift vehicle speed greater than the downshift vehicle speed with the shaft engaged and the first clutch engaged, the first clutch is released and the second clutch is engaged. Upshift means to match The reverse gear is engaged with the output shaft, the reverse driven gear is engaged with the output shaft, the first clutch is engaged, and the vehicle speed is lower than the downshift vehicle speed. A reverse shift means for releasing the first clutch and engaging the second clutch in response to an instruction to shift from the forward range to the reverse range when the vehicle speed is below the vehicle speed, When the driven gear meshing with the drive gear is engaged with the output shaft and the first clutch is engaged, when the vehicle speed is greater than the reverse inhibit vehicle speed and less than or equal to the upshift vehicle speed, Preset means for engaging the driven gear meshing with the drive gear with the output shaft and engaging the reverse driven gear with the output shaft when the vehicle speed is equal to or lower than the reverse inhibit vehicle speed. Including.

  According to this configuration, it is determined whether or not the vehicle speed is higher than the reverse inhibit vehicle speed when the driven gear meshing with the first-speed drive gear is engaged with the output shaft and the first clutch is engaged. Is done. When the vehicle speed is higher than the reverse inhibit vehicle speed, the driven gear meshing with the second-speed drive gear is engaged with the output shaft, so that the dual clutch transmission is brought into the second-speed standby state. When the speed is equal to or lower than the reverse inhibit vehicle speed, the reverse driven gear is engaged with the output shaft, and the dual clutch transmission is set in the reverse standby state.

  When the first gear is configured and the vehicle speed is greater than the reverse inhibit vehicle speed, the operation of the shift lever from the D position to the R position is mechanically blocked, or the reverse gear of the dual clutch transmission is configured. Due to the control, the shift from the D range to the R range is prohibited. At this time, since the dual clutch transmission is waiting for the second speed, when the accelerator pedal is depressed, a quick shift from the first speed to the second speed can be realized. As a result, the vehicle can be accelerated with good response to depression of the accelerator pedal (accelerator operation).

  On the other hand, when the first gear is configured and the vehicle speed is equal to or lower than the reverse inhibit vehicle speed, the possibility that the shift lever is operated from the D position to the R position is relatively high. At this time, since the dual clutch transmission is in reverse standby, when the shift lever is operated from the D position to the R position, it is possible to quickly switch from the first gear to the reverse gear.

  In addition, since the reverse inhibit vehicle speed is low, the vehicle accelerates at the first gear when the accelerator pedal is depressed while the vehicle is traveling at a vehicle speed equal to or lower than the reverse inhibit vehicle speed at the first gear. After the number of revolutions is raised), the speed is changed from the first gear to the second gear. Therefore, during acceleration at the first gear, the engagement between the reverse driven gear and the output shaft is released, and the driven gear that meshes with the second gear driving gear is engaged with the output shaft. The clutch-type transmission can be set in a 2-speed standby state. Therefore, a quick shift from the first gear to the second gear can be realized after the vehicle is accelerated at the first gear. As a result, the vehicle can be accelerated with good response to depression of the accelerator pedal.

  Accordingly, it is possible to achieve both a quick shift from the first gear to the second gear and a quick switch from the first gear to the reverse gear in a balanced manner.

  According to the present invention, it is possible to achieve both a quick shift from the first gear to the second gear and a quick switch from the first gear to the reverse gear in a balanced manner, so that the first gear is configured. The vehicle can be operated with good responsiveness to the accelerator operation and the shift operation.

It is a skeleton figure which shows the structure of a dual clutch type transmission. It is a block diagram which shows the structure of the control apparatus which concerns on one Embodiment of this invention. It is a figure which shows a part of shift line in D range. It is a flowchart which shows the flow of the preset control performed in preparation for the switching from 1st gear to 2nd gear or reverse gear.

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

<Configuration of dual clutch transmission>

  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 reverse drive gear 29 and reverse driven gear 30 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 first speed drive gear 17, the third speed drive gear 21, and the fifth speed drive gear 25 are arranged in this order from the side opposite to the first clutch 15 side.

  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 fourth speed drive gear 23 and the sixth speed drive gear 27 are constituted by, for example, one gear, and are disposed on the opposite side of 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 fifth speed driven gear 26, and a sixth speed driven gear 28 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 fifth speed driven gear 26 and the sixth speed driven gear 28 are respectively connected to the first speed drive gear 17, the second speed drive gear 19, the fifth speed drive gear 25 and the sixth speed drive gear 27. Meshed. A reverse drive gear 29 is fixed to the second speed driven gear 20 so as to be integrally rotatable.

  The second output shaft 14 holds a third speed driven gear 22, a fourth speed driven gear 24, and a reverse driven gear 30 so as to be relatively rotatable. The third speed driven gear 21, the fourth speed driven gear 24, and the reverse driven gear 30 mesh with the third speed driven gear 21, the fourth speed driven gear 23, and the reverse drive gear 29, respectively.

  Further, the dual clutch transmission 1 includes a selective engagement mechanism 31. The selective engagement mechanism 31 is disposed between the first speed driven gear 18 and the fifth speed driven gear 26 and selectively engages the first speed driven gear 18 and the fifth speed driven gear 26 with the first output shaft 13. For the purpose of selectively engaging the second-speed driven gear 20 and the sixth-speed driven gear 28 with the first output shaft 13, disposed between the second-speed driven gear 20 and the sixth-speed driven gear 28. The synchromesh 33, which is disposed adjacent to the third-speed driven gear 22, for engaging the third-speed driven gear 22 with the second output shaft 14, and the fourth-speed driven gear 24 and the reverse driven gear 30, And a synchromesh 35 for selectively engaging the fourth speed driven gear 24 and the reverse driven gear 30 with the second output shaft 14.

  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 fifth speed driven gear 26 and the sixth speed driven gear 28 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 ring gear 37 of the differential gear 36, and is transmitted from the differential gear 36 to the left and right drive wheels 38. 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, and the first speed driven gear 18, the fifth speed driven gear 26 and the sixth speed driven gear 28 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 second output shaft 14, the fourth speed driven gear 24 and the reverse driven gear 30 are not engaged with the second output shaft 14, 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 third speed drive gear 21 and the third speed driven gear 22. 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 third speed, and the vehicle moves forward with the changed driving force.

  The shift range is the D range, the 4-speed driven gear 24 is engaged with the second output shaft 14, the 3-speed driven gear 22 and the reverse driven gear 30 are not engaged with the second output shaft 14, and the first When the second clutch 16 is engaged with the clutch 15 disengaged, the driving force of the engine passes through the second clutch 16, the second input shaft 12, the fourth speed drive gear 23 and the fourth speed driven gear 24. 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 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 first output shaft 13, the first speed driven gear 18, the second speed driven gear 20 and the sixth speed driven gear 28 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 fifth speed drive gear 25, and It is transmitted to the first output shaft 13 via the fifth speed driven gear 26. 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 first output shaft 13, the first speed driven gear 18, the second speed driven gear 20 and the fifth speed driven gear 26 are engaged with the first output shaft 13. If the second clutch 16 is engaged while the first clutch 15 is disengaged, the engine driving force is applied to the second clutch 16, the second input shaft 12, the sixth speed drive gear 27, and It is transmitted to the first output shaft 13 via the sixth speed driven gear 28. 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 30 is engaged with the second output shaft 14, the third speed driven gear 22 and the fourth speed driven gear 24 are not engaged with the second output shaft 14, If the second clutch 16 is engaged in a state where the second speed driven gear 20 is not engaged with the first output shaft 13 and the first clutch 15 is released, the driving force of the engine is applied to the second clutch. 16, the second input shaft 12, the second speed drive gear 19, the reverse drive gear 29 and the reverse driven gear 30 are transmitted to the second output shaft 14. At this time, the second output shaft 14 rotates in the opposite direction to that when the vehicle moves forward, and the rotation in the opposite direction is transmitted to the left and right drive wheels 38 via the differential gear 36, whereby 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.

<Control device for dual clutch transmission>

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

  A plurality of ECUs (Electronic Control Units) are mounted on the vehicle. Each ECU includes, for example, a CPU, a ROM, a RAM, and the like, and is connected to be capable of bidirectional communication using a CAN communication protocol. The control device 2 is an ECU for controlling the dual clutch transmission 1.

  A shift position sensor 41, a vehicle speed sensor 42, an accelerator sensor 43, and the like are connected to the control device 2.

  The shift position sensor 41 inputs a signal corresponding to the position of a shift lever (not shown) to the control device 2. As the position of the shift lever, there are a P position (a position corresponding to the parking range), an R position (a position corresponding to the reverse range), an N position (a position corresponding to the neutral range), and a D position (a position corresponding to the forward range). Is provided.

  The vehicle speed sensor 42 inputs, for example, a pulse signal synchronized with the rotation of the ring gear 37 (see FIG. 1) of the differential gear 36 to the control device 2. The control device 2 converts the frequency of the pulse signal input from the vehicle speed sensor 42 into the vehicle speed.

  The accelerator sensor 43 inputs a signal corresponding to an operation amount of an accelerator pedal (not shown) to the control device 2. Based on the signal input from the accelerator sensor 43, the control device 2 sets the ratio of the operation amount to the maximum operation amount of the accelerator pedal, that is, 0% when the accelerator pedal is not depressed, and the accelerator pedal is depressed to the maximum. The accelerator opening, which is a percentage with the time taken as 100%, is calculated.

  The vehicle speed sensor 42 and the accelerator sensor 43 may be connected to an ECU different from the control device 2, for example, an ECU for controlling the engine. In that case, the ECU may calculate the vehicle speed and the accelerator opening, and input the vehicle speed and the accelerator opening 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 31. The control device 2 controls engagement / release of the first clutch 15 and the second clutch 16, and controls switching of the synchromesh 32, 33, 34, 35 of the selective engagement mechanism 31.

<Shift diagram>

  FIG. 3 is a diagram showing a part of the shift line in the D range.

  The shift line defines the throttle opening and the vehicle speed, which are the conditions for shifting at each shift stage, and is stored in the ROM of the control device 2 in the form of a map, for example. FIG. 3 shows a “1 → 2 upshift line” used when shifting from the first gear to the second gear and a “2 → 1 downshift” used when shifting from the second gear to the first gear. Lines "are shown.

  The shift of the dual clutch transmission 1 is controlled by the control device 2 based on the shift diagram. The first speed driven gear 18 is engaged with the first output shaft 13, the first clutch 15 is engaged, and the second clutch 16 is disengaged, so that the first speed stage is configured. When the vehicle speed reaches a vehicle speed A (for example, 10 km / h) corresponding to the accelerator opening on the “1 → 2 upshift line”, the speed is changed from the first gear to the second gear under the control of the control device 2. Specifically, according to preset control described below, the second-speed driven gear 20 is pre-engaged with the first output shaft 13 during the first-speed configuration, and the first clutch 15 is released in this state. Thus, when the second clutch 16 is engaged, the speed is changed from the first gear to the second gear.

  On the other hand, when the vehicle speed of the vehicle reaches the vehicle speed B corresponding to the accelerator opening degree on the “2 → 1 downshift line” in the state where the second gear is configured, the control device 2 controls the second gear. Shifted to the first gear.

  Moreover, in the control apparatus 2, the reverse inhibit vehicle speed is set. The reverse inhibit vehicle speed is set to a speed C (for example, 7 km / h) lower than the vehicle speed B on the “2 → 1 downshift line”. When the first speed stage is configured and the vehicle speed is higher than the reverse inhibit vehicle speed C, the control device 2 controls the reverse gear, for example, the synchromesh 35 to control the reverse driven gear 30 to the second output shaft 14. By not engaging with the reverse gear, it is prohibited to configure the reverse gear.

<Preset control>

  FIG. 4 is a flowchart showing a preset control flow executed in preparation for switching from the first gear to the second gear or the reverse gear.

  Preset control is repeatedly executed by the control device 2 while the vehicle is traveling.

  In the preset control, first, it is determined whether or not the first gear is configured (step S1).

  If the first gear is configured (YES in step S1), it is determined whether or not the vehicle speed is higher than the reverse inhibit vehicle speed C (step S2).

  When the vehicle speed is higher than the reverse inhibit vehicle speed C (YES in step S2), the second-speed driven gear 20 is engaged (preset) with the first output shaft 13. As a result, the dual clutch transmission 1 is in the second speed standby state (step S3). And preset control is complete | finished.

  On the other hand, when the vehicle speed is equal to or lower than the reverse inhibit vehicle speed C (NO in step S2), the reverse driven gear 30 is engaged with the second output shaft 14. Thereby, the dual clutch transmission 1 is in a reverse standby state (step S4). And preset control is complete | finished.

  If the shift lever is operated from the D position to the R position while the dual clutch transmission 1 is in the reverse standby state, the first clutch 15 remains engaged with the first output shaft 13 while the first speed driven gear 18 is engaged. The second clutch 16 is engaged by being released. As a result, switching from the first gear to the reverse gear is achieved. When the shift lever is returned from the R position to the D position, the second clutch 16 is released and the first clutch 15 is engaged while the reverse driven gear 30 is engaged with the second output shaft 14. . Thereby, switching from the reverse gear to the first gear is achieved.

  If the first gear is not configured (NO in step S1), it is determined whether the second gear is configured (step S5). And preset control is complete | finished.

  If the second gear is not configured (NO in step S5), the preset control is terminated.

  If the second speed is configured (YES in step S5), it is determined whether or not the vehicle speed is greater than the reverse inhibit vehicle speed C and less than or equal to the vehicle speed B on the “2 → 1 downshift line”. (Step S6).

  When it is determined that the vehicle speed is greater than the reverse inhibit vehicle speed C and is equal to or less than the vehicle speed B on the “2 → 1 downshift line” (YES in step S6), the vehicle is traveling at the second gear, This is a case where the vehicle speed drops to the vehicle speed B on the “2 → 1 downshift line”. In this case, the second clutch 16 is released and the first clutch 15 is engaged while the second-speed driven gear 20 is engaged with the first output shaft 13 (step S7). As a result, the speed is changed from the second speed to the first speed, and the dual clutch transmission 1 constitutes the first speed and is in a state of waiting for the second speed. The first speed driven gear 18 is engaged with the first output shaft 13 before the first clutch 15 is engaged.

  Thereafter, it is determined whether or not the vehicle speed is equal to or lower than the reverse inhibit vehicle speed C (step S8).

  During preset control, shifting from the 2nd speed to the 1st speed and further reducing the vehicle speed to the reverse inhibit vehicle speed C will hardly occur, but the possibility cannot be completely excluded. When the vehicle speed drops below the reverse inhibit vehicle speed C (YES in step S8), the engagement between the second speed driven gear 20 and the first output shaft 13 is released, and the reverse driven gear 30 is engaged with the second output shaft 14. Combined. That is, the second speed standby is switched to the reverse standby.

  If the vehicle speed is higher than the reverse inhibit vehicle speed C (NO in step S8), the preset control is ended while waiting for the second speed.

  Further, when the second speed stage is configured and the vehicle speed is higher than the vehicle speed B (NO in step S6), the preset control is terminated without performing the shift from the second speed stage to the first speed stage. The

<Effect>

  As described above, in the state where the first speed driven gear 18 is engaged with the first output shaft 13 and the first clutch 15 is engaged, that is, in the state where the first gear is configured, the vehicle speed is greater than the reverse inhibit vehicle speed C. Is also determined. When the vehicle speed is higher than the reverse inhibit vehicle speed C, the second-speed driven gear 20 is engaged with the first output shaft 13 so that the dual clutch transmission 1 is brought into the second-speed standby state and the vehicle speed is reversed. When the vehicle speed is equal to or lower than the inhibit vehicle speed C, the reverse driven gear 30 is engaged with the second output shaft 14, and the dual clutch transmission 1 is set in the reverse standby state.

  When the first gear is configured and the vehicle speed is higher than the reverse inhibit vehicle speed C, the configuration of the reverse gear is prohibited. At this time, since the dual clutch transmission 1 is waiting for the second speed, when the accelerator pedal is depressed, a quick shift from the first speed to the second speed can be realized. As a result, the vehicle can be accelerated with good response to depression of the accelerator pedal (accelerator operation).

  On the other hand, when the first gear is configured and the vehicle speed is equal to or lower than the reverse inhibit vehicle speed C, there is a relatively high possibility that the shift lever is operated from the D position to the R position. At this time, since the dual clutch transmission 1 is in reverse standby, when the shift lever is operated from the D position to the R position, it is possible to quickly switch from the first gear to the reverse gear. .

  In addition, since the reverse inhibit vehicle speed C is a low vehicle speed, the vehicle is accelerated at the first gear when the accelerator pedal is depressed while the vehicle is traveling at a vehicle speed equal to or lower than the reverse inhibit vehicle speed C at the first gear. After (the engine speed is raised), the speed is changed from the first gear to the second gear. Therefore, during acceleration at the first speed, the engagement between the reverse driven gear 30 and the second output shaft 14 is released, and the second speed driven gear 20 is engaged with the first output shaft 13, thereby providing dual The clutch-type transmission 1 can be set in the second-speed standby state. Therefore, a quick shift from the first gear to the second gear can be realized after the vehicle is accelerated at the first gear. As a result, the vehicle can be accelerated with good response to depression of the accelerator pedal.

  Accordingly, it is possible to achieve both a quick shift from the first gear to the second gear and a quick switch from the first gear to the reverse gear in a balanced manner. As a result, the vehicle can be operated with good responsiveness to the accelerator operation and the shift operation in the state where the first gear is configured.

<Modification>

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

  For example, the opening of the throttle valve (throttle opening) of the engine is a value that changes according to the amount of depression of the accelerator pedal, and becomes 0% when the accelerator pedal is not depressed, and the accelerator pedal is depressed to the maximum. Therefore, in the shift control, the throttle opening may be used instead of the accelerator opening.

  Further, the dual clutch transmission 1 is a 6-speed DCT having 6 forward speeds and 1 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.

1 Dual clutch transmission 2 Control device (downshift means, upshift means, reverse shift means, preset means)
11 First input shaft 12 Second input shaft 13 First 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 Reverse drive gear 30 Reverse driven gear

Claims (1)

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 second input shaft. The reverse drive gear for the reverse gear that rotates with rotation, the reverse driven gear that is held by the output shaft and meshes with the reverse drive gear, and the driven gear and the reverse driven gear are selectively used as the output shaft. And a selection engagement mechanism to be engaged with Used in a vehicle equipped with a Rukuratchi type transmission, a control device for controlling the dual clutch transmission,
The driven gear that meshes with the drive gear for the second gear is engaged with the output shaft, the driven gear that meshes with the drive gear for the first gear is engaged with the output shaft, and the second clutch In a state where the vehicle is engaged, downshift means for releasing the second clutch and engaging the first clutch in response to the vehicle speed decreasing to the downshift vehicle speed;
The driven gear that meshes with the drive gear for the first speed stage is engaged with the output shaft, the driven gear that meshes with the drive gear for the second speed stage is engaged with the output shaft, and the first clutch In an engaged state, the upshift means for releasing the first clutch and engaging the second clutch in response to the vehicle speed increasing to an upshift vehicle speed greater than the downshift vehicle speed;
The driven gear that meshes with the drive gear for the first gear is engaged with the output shaft, the reverse driven gear is engaged with the output shaft, the first clutch is engaged, and the vehicle speed is downshifted A reverse shift that releases the first clutch and engages the second clutch in response to an instruction to shift from the forward range to the reverse range when the reverse inhibit vehicle speed is lower than the vehicle speed. Means,
When the driven gear meshing with the drive gear for the first gear is engaged with the output shaft and the first clutch is engaged, the vehicle speed is greater than the reverse inhibit vehicle speed and the upshift When the vehicle speed is lower than the vehicle speed, the driven gear meshing with the drive gear for the second gear is engaged with the output shaft, and when the vehicle speed is lower than the reverse inhibit vehicle speed, the reverse driven gear is engaged with the output shaft. And a control device including presetting means.

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