JP5881342B2 - Dual clutch type automatic transmission and its shift control method - Google Patents

Description

  The present invention relates to a dual clutch type automatic transmission having a dual clutch capable of transmitting the rotational driving force of a prime mover to each of two input shafts, and a transmission control method therefor.

  In recent years, attention has been focused on a dual clutch automatic transmission (Patent Document 1) that can eliminate torque interruption during a shift change. Such a dual clutch type automatic transmission supports two input shafts that are concentrically provided and fixed to even-numbered gears and odd-numbered gears, respectively, and even-numbered and odd-numbered driven gears that are arranged in parallel to the input shafts. And a second countershaft that supports the remaining driven gear among the even-numbered and odd-numbered driven gears. Two clutches for connecting and disconnecting torque transmission are provided between the engine and the two input shafts.

  With such a configuration, the dual clutch type automatic transmission has a clutch connected to one input shaft in an engaged state, and engine torque is rotated from one input shaft to one of the auxiliary shafts through a predetermined gear stage. Run the vehicle. At this time, on the other input shaft whose clutch is in the disengaged state, a predetermined gear stage to be shifted next is predicted by the control device from the traveling state of the vehicle, the operation state of the accelerator, and the passage of the pre-shift shift line of the vehicle speed, There is a case where the predicted standby gear stage is established on the countershaft and is waiting. In such a state, when the driver desires acceleration and depresses the accelerator, the control device requests a shift to a predetermined required gear stage that can satisfy the driver's acceleration request. At this time, if the requested gear stage matches the standby gear stage, the clutch of the connected input shaft is released and the clutch of the other input shaft that has been disconnected is engaged. Eventually, the engine torque is completely transmitted to the other input shaft, and the vehicle travels according to the required gear. As a result, the speed change operation is completed in a short time, and the torque is not easily lost during the speed change.

JP 2010-196745 A

  However, when the required gear stage does not coincide with the standby gear stage, or when there is no standby gear stage and it is not established at all, it is necessary to first shift toward the requested gear stage to establish the required gear stage. Then, after the shift is established, the other input shaft clutch corresponding to the required gear must be engaged to change the speed. At this time, if the time for shifting to the required gear stage is too long, a feeling of shakiness may occur at the time of shifting, and it may be difficult to obtain an acceleration feeling that satisfies the driver.

  The present invention has been made in view of the above problems, and provides a dual-clutch automatic transmission capable of satisfying the driver's acceleration request even when the required gear stage is not established, and a transmission control method therefor. For the purpose.

In order to solve the above-mentioned problem, the invention of a dual clutch automatic transmission according to claim 1 is characterized in that a first input shaft and a second input shaft that are concentrically disposed, and a rotational driving force of a prime mover as the first input. A dual clutch having a first clutch for transmitting to the shaft and a second clutch for transmitting the rotational driving force to the second input shaft; and the rotational drive transmitted to the first input shaft by establishing an odd gear. A first shift mechanism that shifts the force and outputs it to the drive wheel side via the first countershaft or the second countershaft; and an even gear stage is established, and the rotational driving force transmitted to the second input shaft is The relationship between the second shift mechanism that shifts and outputs to the drive wheel side through the first countershaft or the second countershaft, and the accelerator opening degree of the accelerator operated by the driver and the vehicle speed is the odd-numbered shift stage. And from one of the even gears to the other Beyond the shift lines of the other gear stage pre set to determine the necessity of shifting into gear speed, the shifting command is sent, one of the first clutch and the second clutch, the first input A disconnection control for disengaging a clutch corresponding to an input shaft disconnected from the prime mover of the shaft and the second input shaft, and the first input shaft and the second clutch among the first clutch and the second clutch. A shift control device for performing engagement control for connecting a clutch corresponding to the input shaft connected to the prime mover of the second input shaft when the rotational speed of the prime mover is synchronized with the rotational speed of the connected input shaft; The first shift mechanism includes: a first clutch hub that is fixed to a shaft that constitutes a rotational driving force transmission path of the first input shaft; and the odd-numbered gear stage that is provided on the shaft so as to be free to rotate. Fixed to the gear A first engagement member, a first sleeve that engages across the first clutch hub and the first engagement member fixed to the gear of the odd-numbered shift stage, and establishes the odd-numbered shift stage; And the second shift mechanism includes a second clutch hub fixed to a shaft constituting a rotational driving force transmission path of the second input shaft, and the gears of the even-numbered speed stage provided on the shaft so as to be free to rotate. A second engagement member fixed to the second engagement member, and a second engagement member fixed to the second clutch hub and the second engagement member fixed to the gear of the even-numbered shift stage to establish the even-numbered shift stage. And the first or second shift mechanism has a relationship between the accelerator opening and the vehicle speed exceeding a pre-shift line set before reaching the shift line of the other shift stage. , The other gears among the odd gears and the even gears In the state where the rotational driving force transmission path of the first input shaft or the second input shaft corresponding to is disconnected from the prime mover, the sleeve corresponding to the other gear among the first and second sleeves Starts to move in the axial direction of the first and second input shafts, and of the first and second clutch hubs, the clutch hub corresponding to the other gear stage and the first and second engaging members A dual clutch type automatic transmission that engages with an engagement member corresponding to the other shift stage to establish the other shift stage, wherein the shift control device includes the first and first shift gears . a shift stroke sensor for detecting the axial position of the second sleeve, and the current gear position detecting unit for detecting the current gear stage is currently established the a one shift stage, the accelerator opening and the vehicle speed Based on the current gear And the required gear stage calculation unit for calculating a required gear stage which is the other shift speed to be selected next to the, and the accelerator depression detecting section for detecting an accelerator depression of the driver,
When depression of the accelerator is detected by the accelerator depression detection unit, the first shift mechanism or the second shift mechanism in the first shift mechanism that is moving toward the required gear when the accelerator depression is detected is detected. A shift progress calculation unit that calculates a shift progress according to the position of the sleeve corresponding to the required gear stage among the first and second sleeves, and the calculated shift progress from a preset shift change threshold If larger, the first shift mechanism or the second shift mechanism waits until the required gear stage is established, and travels with the clutch corresponding to the required gear stage connected, and the calculated shift progress is the shift change. If it is smaller than the threshold value, the gear corresponding to the current gear stage established by the first shift mechanism or the second shift mechanism. Comprising a traveling gear stage selection control unit which makes it possible to connect the pitch traveling, the.

The invention of a dual clutch type automatic transmission according to a second aspect is the invention according to the first aspect, wherein the calculation of the degree of progress in the shift degree-of-shift calculating unit is performed by the first shift mechanism being moved toward the required gear stage or The shift is performed based on divided stages of shift set corresponding to the position of the sleeve corresponding to the required gear stage among the first and second sleeves in the second shift mechanism.

A dual clutch type automatic transmission according to a third aspect of the present invention includes a first input shaft and a second input shaft that are concentrically arranged, a first clutch that transmits a rotational driving force of a prime mover to the first input shaft, and the A dual clutch having a second clutch for transmitting a rotational driving force to the second input shaft; a first shift mechanism for shifting the rotational driving force transmitted to the first input shaft to establish an odd gear; and A second shift mechanism that shifts the rotational driving force transmitted to the second input shaft to establish an even-numbered shift stage; and when a shift command is sent, the first clutch and the second clutch, Of the first input shaft and the second clutch, the clutch corresponding to the input shaft disconnected from the prime mover is disengaged, and the first clutch and the second clutch out of the first clutch. Engagement control is performed to connect the clutch corresponding to the input shaft connected to the prime mover of the force shaft and the second input shaft when the rotational speed of the prime mover is synchronized with the rotational speed of the connected input shaft. A shift control device, wherein the shift control device detects a current gear step that is currently established, and based on a driver's accelerator operation state and vehicle running state, Next, when a required gear stage calculation unit that calculates a required gear stage to be selected, an accelerator depression detection unit that detects depression of the driver's accelerator, and depression of the accelerator is detected by the accelerator depression detection unit, Shift progress that calculates the shift progress of the first shift mechanism or the second shift mechanism that is being shifted toward the required gear when the depression of the accelerator is detected. And when the calculated shift progress is greater than a preset shift change threshold, wait until the required gear stage is established by the first shift mechanism or the second shift mechanism. When the corresponding shift is performed and the calculated shift progress is smaller than the shift change threshold, it corresponds to the current gear stage established by the first shift mechanism or the second shift mechanism. comprising a traveling gear stage selection control unit which makes it possible to connect the clutch travel, and a shift time measuring unit for performing time counting from the start of the shift to the previous SL required gear stage, in the shift progress degree calculation unit The calculation of the degree of progress is a lapse from the start time of the shift measured by the shift time measuring unit to the time when the accelerator depression is detected. This is performed based on the time and a predetermined shift time from the start of the shift to the completion of the shift.

The invention of a dual clutch type automatic transmission according to a fourth aspect is the invention as set forth in any one of the first to third aspects, wherein the accelerator depressing detection unit is an accelerator depressing amount and an accelerator depressing speed of the accelerator depressed by the driver. The travel gear stage selection control unit changes the shift change threshold to the side where the shift progress is small when at least one of the accelerator depression amount and the accelerator depression speed is large .

  The invention of the dual clutch type automatic transmission according to claim 5 is the case of the required gear stage acceleration force obtained when shifting to the required gear stage according to any one of claims 1 to 4, and the current gear stage. Acceleration for calculating the driver's requested acceleration force required by the driver, which is obtained from at least one of the current gear speed acceleration force obtained by the driver and the accelerator depression amount and the accelerator depression speed that the driver has depressed The required gear that has a force calculation unit and can realize an acceleration force closer to the driver required acceleration force among the calculated required gear speed acceleration force and the current gear speed acceleration force in the traveling gear stage selection control unit The shift change threshold is changed so that the gear or the current gear is selected.

According to a sixth aspect of the present invention, there is provided a transmission control method according to a first input shaft and a second input shaft arranged concentrically, a first clutch for transmitting a rotational driving force of a prime mover to the first input shaft, and the rotational driving force. And a dual clutch having a second clutch that transmits the second drive shaft to the second input shaft and an odd-numbered shift stage to shift the rotational driving force transmitted to the first input shaft to shift the first counter shaft or the second sub shaft. A first shift mechanism that outputs to the driving wheel side via a shaft, and an even gear stage is established to shift the rotational driving force transmitted to the second input shaft to shift the first sub shaft or the second sub gear. The relationship between the second shift mechanism that outputs to the driving wheel side via the shaft, and the accelerator opening of the accelerator operated by the driver and the vehicle speed is one of the odd-numbered gear stage and the even-numbered gear stage Is set in advance to determine whether or not shifting from Beyond the shift lines of the other gear stage has, the shifting command is sent, one of the first clutch and the second clutch, disconnected from the prime mover of said first input shaft and the second input shaft The input is connected to the prime mover of the first input shaft and the second input shaft of the first clutch and the second clutch. A shift control device that performs engagement control to connect a clutch corresponding to a shaft when the rotational speed of the prime mover is synchronized with the rotational speed of the input shaft to be connected, and the first shift mechanism includes the first shift mechanism A first clutch hub fixed to a shaft constituting a rotational driving force transmission path of the input shaft, a first engagement member fixed to the gear of the odd-numbered speed stage provided on the shaft so as to be free to rotate, and the first 1 clutch hub A first sleeve that engages with the first engagement member fixed to the gear of the odd-numbered shift stage to establish the odd-numbered shift stage, and the second shift mechanism includes the second shift mechanism. A second clutch hub fixed to a shaft constituting a rotational driving force transmission path of the input shaft; a second engagement member fixed to the gear of the even-numbered speed stage provided rotatably on the shaft; A second sleeve that engages across the second clutch member and the second engagement member that is fixed to the gear of the even-numbered speed stage, and establishes the even-numbered speed stage. When the relationship between the accelerator opening and the vehicle speed exceeds a pre-shift line that is set before reaching the shift line of the other shift stage, the shift mechanism includes the odd-number shift stage and the even-number shift stage. The first input shaft or the second input corresponding to the other shift stage In the state where the rotational driving force transmission path of the force shaft is disconnected from the prime mover, the sleeve corresponding to the other gear among the first and second sleeves is the axis of the first and second input shafts. A clutch hub corresponding to the other shift stage among the first and second clutch hubs and an engagement member corresponding to the other shift stage among the first and second engagement members. And a shift control method of the shift control device of the dual clutch type automatic transmission for engaging the other shift stage , wherein the shift control method includes stepping on the accelerator of the driver. When the accelerator depression is detected by the accelerator depression detection step to be detected and the accelerator depression detection step, the vehicle is moving toward the required gear when the accelerator depression is detected. A shift progress degree calculation step of calculating the shift progress degree corresponding to the position of the sleeve corresponding to the required gear stage of the first and second sleeve in the first shift mechanism and the second shift mechanism, which is the arithmetic When the shift progress is greater than a preset shift change threshold, the vehicle waits until the required gear stage is established by the first shift mechanism or the second shift mechanism, and travels with the clutch corresponding to the required gear stage connected. When the calculated shift progress is smaller than the shift change threshold, the clutch corresponding to the current gear stage established by the first shift mechanism or the second shift mechanism can be connected to travel. A running gear stage selection control step.

  According to the invention of the dual clutch type automatic transmission according to claim 1, when the driver depresses the accelerator while accelerating the vehicle, the shift to the required gear stage at the time of depressing the accelerator is performed. The progress degree is calculated by the shift progress degree calculation unit. Then, the shift progress calculation unit calculates whether the calculated progress is larger than a preset shift change threshold. If the shift progress is larger than the shift change threshold, it indicates that the shift is completed in a short time if the shift is continued as it is. In this case, the shift is continued and the gear is quickly shifted to the requested gear stage, and the clutch corresponding to the requested gear stage is connected to accelerate the vehicle and to drive strongly. Further, when the shift progress at the time when the accelerator is depressed is smaller than the shift change threshold, it indicates that it takes time to complete the shift. In this case, if the shift to the required gear stage is waited for, the torque will decrease. Therefore, the vehicle is driven by connecting a clutch corresponding to the currently established gear stage. Thereby, the fall of a torque can be suppressed and the deterioration of the feeling which a driver | operator feels can be prevented.

  According to the invention of the dual clutch type automatic transmission according to the second aspect, in the first aspect, the first or second shift mechanism that is shifting is positioned in the shift progress degree calculation unit toward the required gear stage. This is based on the divided stages (operational states). The progress of the shift is easily calculated with such a low cost and simple configuration.

  According to the invention of the dual clutch type automatic transmission according to the third aspect, in the first or second aspect, the shift progress calculating unit detects the depression of the accelerator from the start time of the shift measured by the shift time measuring unit. This is based on the elapsed time until the start of the shift and the predetermined shift time from the start of shift to the completion of shift. By measuring such time, the progress of the shift can be calculated with higher accuracy.

  According to the invention of the dual clutch type automatic transmission according to claim 4, in any one of claims 1 to 3, the magnitude of at least one of the accelerator depression amount and the accelerator depression speed detected by the accelerator depression detector is set. The shift change threshold value is changed accordingly. When the accelerator depression amount is large or the accelerator depression speed is fast, it can be determined that the driver strongly desires a large acceleration. For this reason, the shift change threshold is changed so that the required gear stage having a larger acceleration force is selected. As a result, even if a slight feeling of slack occurs, a strong acceleration force can be obtained by the requested gear as required by the driver.

  According to the invention of the dual clutch type automatic transmission according to claim 5, the driving according to any one of claims 1 to 4, which is obtained from at least one of an accelerator depression amount and an accelerator depression speed depressed by the driver. The driver demand acceleration force requested by the driver is calculated. Then, the shift change threshold is changed so that a gear stage that realizes an acceleration force closer to the driver request acceleration force is selected from the separately calculated request gear step acceleration force and the current gear step acceleration force. As a result, the vehicle can always travel with an acceleration force close to the driver-requested acceleration force requested by the driver, and satisfy the driver's satisfaction with the acceleration force.

  According to the invention of the shift control method according to claim 6, the effect similar to that of claim 1 is obtained.

1 is a block diagram showing a partial configuration of a vehicle to which a dual clutch type automatic transmission according to the present invention can be applied. It is a skeleton figure which shows the structure of the transmission part of a dual clutch type automatic transmission. It is a detailed explanatory view of a shift clutch. It is a figure which shows the drive mechanism of a fork. It is the figure which showed the relationship between the sleeve and synchronizer ring in a shift by the relationship between the chamfer of the internal tooth of a sleeve, and the chamfer of a synchronizer ring. It is a figure which shows an example of a transmission line. It is the figure which showed the vehicle speed and the state of a gear stage during the shift of the transmission control apparatus which concerns on this invention. It is a figure explaining the 4 steps of shifting, and the shift control threshold value E. It is a flowchart of the control method of 1st Embodiment.

  Hereinafter, a first embodiment of a dual clutch automatic transmission embodying the present invention will be described with reference to FIGS. FIG. 1 is a block diagram showing a configuration of a part of a vehicle to which a dual clutch type automatic transmission 1 according to the present invention can be applied. The vehicle shown in FIG. 1 is an FF (front engine front drive) type vehicle, which is an example of a prime mover, which is an engine 4 driven by combustion of gasoline, the dual clutch automatic transmission 1 according to the present invention, and a differential device 14. (Differential), drive shafts 15a and 15b, drive wheels 16a and 16b (front wheels), and driven wheels (rear wheels) (not shown).

  As shown in FIG. 2, the dual clutch automatic transmission 1 includes a transmission case 11 in which a plurality of gear stages are formed and stored, and a clutch housing 12 that stores a dual clutch 40 (corresponding to the dual clutch of the present invention). have. A case 10 is formed by the transmission case 11 and the clutch housing 12.

  Further, the dual clutch type automatic transmission 1 switches a plurality of gear stages (shift shift) accommodated in the transmission case 11, and a first clutch disc 41 (described later) of the dual clutch 40, which will be described later. And a shift control device according to the present invention for controlling switching of the second clutch disk 42 (which constitutes the second clutch of the present invention). The speed change control device includes an ECU 2 (Engine Control Unit) for controlling the operation of the engine 4 and a TCU 3 (Transmission Control Unit) (see FIG. 1).

  As shown in FIG. 1, the TCU 3 has a stroke for detecting the strokes output by the motors 19 a and 19 b and the motors 19 a and 19 b included in the first and second clutch actuators 17 and 18 that perform switching control of the dual clutch 40. Sensors 17a and 18a, vehicle speed sensors 23a and 23b, and first and second input shaft rotational speed sensors 24a and 24b are connected. The TCU 3 is connected to motors 131 of fork drive mechanisms 130 that operate first to fourth shift clutches 101 to 104, which will be described later, and shift stroke sensors 136 to 139 for detecting strokes (see FIG. 4). ). As a result, the TCU 3 exchanges data with each device or issues a control command to each device. The TCU 3 is connected to the ECU 2 and appropriately controls the shift of the dual clutch automatic transmission 1 while exchanging information with the ECU 2 through CAN communication.

  As shown in FIG. 1, the ECU 2 includes an output shaft speed sensor 4a of the engine 4 provided in the vicinity of the output shaft 4b of the engine 4, a motor for opening and closing the throttle valve of the throttle body of the engine 4, and the opening of the throttle valve. Are connected to a throttle opening sensor for detecting fuel, an injector for fuel injection (both not shown), an accelerator opening sensor 27 provided on the accelerator pedal P, and the like. As a result, data is exchanged with each device or a control command is issued to each device. For example, the engine speed Erpm is set by driving the throttle body motor based on the above information including the data from the acquired TCU 3 to control the opening of the throttle valve, or by controlling the fuel injection amount of the injector. Control.

  As shown in FIG. 2, the dual clutch automatic transmission 1 is a seven-speed forward dual clutch automatic transmission, and in the axial direction within the case 10, a first input shaft 21, a second input shaft 22, A first countershaft 31 and a second countershaft 32 are provided. The case 10 also includes a dual clutch 40, drive gears 51 to 57 for each gear stage, final reduction drive gears 58 and 68, driven gears 61 to 67 for each gear stage, a reverse gear 70, and a ring gear 80. . Hereinafter, the same axial direction as the first input shaft 21, the second input shaft 22, the first auxiliary shaft 31, and the second auxiliary shaft 32 is referred to as an input axis direction.

  The first input shaft 21 is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing. A portion for supporting the bearing and a plurality of external tooth splines are formed on the outer peripheral surface of the first input shaft 21. The first input shaft 21 is directly formed with a plurality of odd speed drive gears, a first speed drive gear 51 and a third speed drive gear 53. Further, a plurality of fifth-speed drive gears 55 and seventh-speed drive gears 57 that are odd-numbered stage drive gears are press-fitted and fixed to external splines formed on the outer peripheral surface of the first input shaft 21 by spline fitting. Further, a connecting portion (spline) that is spline-engaged with the inner diameter portion of the first clutch disk 41 is formed on the outer peripheral surface of the end portion of the first input shaft 21. As a result, the inner diameter portion of the first clutch disk 41 is engaged with the connecting portion, and can move forward and backward in the input shaft direction on the first input shaft 21.

  The second input shaft 22 is formed in a hollow shaft shape, and is rotatably supported on the outer periphery of a part of the first input shaft 21 via a plurality of bearings. The transmission case 11 and the clutch housing are supported by the bearings. 12 is supported rotatably. That is, the second input shaft 22 is disposed so as to be rotatable relative to the first input shaft 21 concentrically. Similarly to the first input shaft 21, a portion for supporting the bearing and a plurality of external gears are formed on the outer peripheral surface of the second input shaft 22. The second input shaft 22 is formed with a plurality of even speed drive gears, a second speed drive gear 52, a fourth speed drive gear 54, and a sixth speed drive gear 56. In addition, a connection portion (spline) that is spline-engaged with the inner diameter portion of the second clutch disk 42 is formed on the outer peripheral surface of the end portion of the second input shaft 22. As a result, the inner diameter portion of the second clutch disc 42 is engaged with the connecting portion, and can move forward and backward in the input shaft direction on the second input shaft 22.

  The first countershaft 31 is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing, and is disposed in parallel to the first input shaft 21 in the transmission case 11. A final reduction drive gear 58 is formed on the outer peripheral surface of the first countershaft 31, and a portion for supporting the bearing and a plurality of external splines are formed.

  The external splines of the first countershaft 31 include a first shift clutch 101 (corresponding to the first shift mechanism of the present invention) and a third shift clutch 103 (corresponding to the second shift mechanism of the present invention) described later. Each clutch hub 201 is press-fitted by spline fitting. The final reduction drive gear 58 meshes with the ring gear 80.

  Further, the first countershaft 31 is formed with a support portion that supports the first-speed driven gear 61, the third-speed driven gear 63, the fourth-speed driven gear 64, and the reverse gear 70 so as to be freely rotatable.

  The first-speed driven gear 61 meshes with the first-speed drive gear 51 formed on the first input shaft 21 to form a first-speed gear stage (corresponding to the odd-numbered gear stage of the present invention). When the first speed driven gear 61 is selected by the TCU 3, the sleeve 202 of the first shift clutch 101 moves to the first speed driven gear 61 side so that the first speed driven gear 61 and the first countershaft 31 cannot be rotated relative to each other. Connecting. As a result, the first-speed driven gear 61 and the first countershaft 31 are integrally rotated (this state is referred to as a state in which the shift speed is established. Hereinafter, the second speed to the seventh speed, and the reverse speed) Is the same). At this time, the operating state of the first shift clutch 101 is monitored by the shift stroke sensor 136 for the first shift clutch 101 and the current state of the first shift clutch 101 is grasped by the TCU 3. Thereafter, the same applies to the second shift clutch 102 to the fourth shift clutch 104.

  The third speed driven gear 63 meshes with a third speed drive gear 53 formed on the first input shaft 21 to form a third speed gear stage (corresponding to an odd gear position of the present invention). When the third speed driven gear 63 is selected by the TCU 3, the sleeve 202 of the first shift clutch 101 moves to the third speed driven gear 63 side so that the third speed driven gear 63 and the first countershaft 31 cannot be rotated relative to each other. Connecting. As a result, the third speed driven gear 63 and the first countershaft 31 are integrally rotated (established state).

  The 4-speed driven gear 64 meshes with the 4-speed drive gear 54 formed on the second input shaft 22 to form a 4-speed gear stage (corresponding to the even-numbered speed stage of the present invention). When the 4-speed driven gear 64 is selected by the TCU 3, the sleeve 202 of the third shift clutch 103 moves to the 4-speed driven gear 64 side so that the 4-speed driven gear 64 and the first countershaft 31 cannot be rotated relative to each other. Connecting. As a result, the fourth speed driven gear 64 and the first countershaft 31 are integrally rotated (established state).

  Further, when the reverse gear 70 is selected by the TCU 3, the sleeve 202 of the third shift clutch 103 moves to the reverse gear 70 side and connects the reverse gear 70 and the first countershaft 31 so as not to be relatively rotatable. As a result, the reverse gear 70 and the first countershaft 31 are integrally rotated (established state). The reverse gear 70 always meshes with a small-diameter gear 62a formed integrally with a second-speed driven gear 62 that is supported by the second countershaft 32 so as to be free to rotate.

  The second countershaft 32 is rotatably supported with respect to the transmission case 11 and the clutch housing 12 by a bearing, and is disposed in parallel to the first input shaft 21 in the transmission case 11. Further, on the outer peripheral surface of the second countershaft 32, as with the first countershaft 31, a final reduction drive gear 68 is formed, and a portion for supporting the bearing and a plurality of external splines are formed. The external spline of the second countershaft 32 includes a second shift clutch 102 (corresponding to the second shift mechanism of the present invention) and a fourth shift clutch 104 (corresponding to the first shift mechanism of the present invention). The clutch hub 201 is press-fitted by spline fitting. The final reduction drive gear 68 meshes with the ring gear 80 of the differential device 14. The ring gear 80 is meshed with the final reduction drive gear 58 and the final reduction drive gear 68, so that the ring gear 80 is always rotationally connected to the first auxiliary shaft 31 and the second auxiliary shaft 32. The ring gear 80 is rotationally connected to the drive shafts 15 a and 15 b and the drive wheels 16 a and 16 b via an output shaft (not shown) supported by the case 10 and the differential device 14. Further, the second countershaft 32 is formed with a support portion that supports the second speed driven gear 62, the fifth speed driven gear 65, the sixth speed driven gear 66, and the seventh speed driven gear 67 so as to be freely rotatable. .

  The second-speed driven gear 62 meshes with the second-speed drive gear 52 formed on the second input shaft 22 to form a second-speed gear stage (corresponding to the even-numbered gear stage of the present invention). When the second speed driven gear 62 is selected by the TCU 3, the sleeve 202 of the second shift clutch 102 moves to the second speed driven gear 62 side so that the second speed driven gear 62 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the second speed driven gear 62 and the second countershaft 32 are rotated integrally (established state).

  The 5-speed driven gear 65 meshes with the 5-speed drive gear 55 formed on the first input shaft 21 to form a 5-speed gear stage (corresponding to the odd-numbered speed stage of the present invention). When the fifth speed driven gear 65 is selected by the TCU 3, the sleeve 202 of the fourth shift clutch 104 moves to the fifth speed driven gear 65 side so that the fifth speed driven gear 65 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the fifth-speed driven gear 65 and the second countershaft 32 are integrally rotated (established state).

  Further, the 6-speed driven gear 66 meshes with the 6-speed drive gear 56 formed on the second input shaft 22 to form a 6-speed gear stage (corresponding to the even speed stage of the present invention). When the 6-speed driven gear 66 is selected by the TCU 3, the sleeve 202 of the second shift clutch 102 moves to the 6-speed driven gear 66 side so that the 6-speed driven gear 66 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the sixth speed driven gear 66 and the second countershaft 32 are rotated integrally (established state).

  Further, the 7-speed driven gear 67 meshes with the 7-speed drive gear 57 formed on the first input shaft 21 to form a 7-speed gear stage (corresponding to the odd-numbered speed stage of the present invention). When the 7-speed driven gear 67 is selected by the TCU 3, the sleeve 202 of the fourth shift clutch 104 moves to the 7-speed driven gear 67 side so that the 7-speed driven gear 67 and the second countershaft 32 cannot be rotated relative to each other. Connecting. As a result, the seventh speed driven gear 67 and the second countershaft 32 are rotated integrally (established state).

  Next, the dual clutch 40 will be described with reference to FIGS. 1 and FIG. 2 may look different in configuration, the dual clutch 40 in FIG. 2 is a simpler illustration than the dual clutch 40 in FIG. 1. It should be added that the dual clutch 40 of FIG. 2 is the same.

  The dual clutch 40 is provided concentrically with the first input shaft 21 and the second input shaft 22. The dual clutch 40 is accommodated in the clutch housing 12 on the right side of FIG. 2 and, as shown in FIGS. 1 and 2, the first and second clutch disks 41 and 42, the center plate 43, and the first and second pressure plates 44. , 45 and first and second diaphragm springs 46, 47 (see FIG. 1). At this time, the first clutch disk 41, the center plate 43, the first pressure plate 44, and the first diaphragm spring 46 constitute the first clutch of the present invention. The second clutch disk 42, the center plate 43, the second pressure plate 45, and the second diaphragm spring 47 constitute the second clutch of the present invention.

  The first clutch disk 41 transmits the rotational driving force of the engine 4 to the first input shaft 21, and the second clutch disk 42 transmits the rotational driving force of the engine 4 to the two input shaft 22. As described above, the first clutch disc 41 is spline-engaged with the connecting portion of the first input shaft 21 so as to be movable in the input shaft direction, and the second clutch disc 42 is connected to the connecting portion of the second input shaft 22 with the input shaft. Spline engagement is possible to move in the direction.

  As shown in FIGS. 1 and 2, the center plate 43 is disposed between the first clutch disk 41 and the second clutch disk 42 so that the surface thereof is parallel to the surfaces of the first and second clutches 41 and 42. Has been. The center plate 43 is provided between the outer peripheral surface of the second input shaft 22 so as to be rotatable relative to the second input shaft 22 via a ball bearing, and is connected to the output shaft 4b of the engine 4 and integrally rotates.

  As shown in FIGS. 1 and 2, the first and second pressure plates 44 and 45 sandwich the first and second clutch disks 41 and 42 between the first and second clutch disks 41 and 42, respectively. 41 and 42 can be crimped.

  The first and second diaphragm springs 46 and 47 are formed in a disk shape. As shown in FIG. 1, the first diaphragm spring 46 is disposed on the opposite side of the first pressure plate 44 in the input axis direction around the center plate 43. The outer diameter portion of the first diaphragm spring 46 and the first pressure plate 44 are connected by a cylindrical connecting portion 44a. The first diaphragm spring 46 is supported by the tip of the arm 43 a that extends from the center plate 43. In this state, the first pressure plate 44 is separated from the first clutch disc 41 when the connecting portion 44a is biased toward the engine 4 by the spring force that biases the outer diameter portion of the first diaphragm spring 46 toward the engine 4. .

  When the inner diameter portion of the first diaphragm spring 46 is pressed toward the engine 4 side, the spring force of the outer diameter portion of the first diaphragm spring 46 toward the engine 4 is attenuated. At the same time, the outer diameter portion of the first diaphragm spring 46 is moved in the opposite direction to the engine 4 with the tip of the arm portion 43 a extending from the center plate 43 as a fulcrum. As a result, the first pressure plate 44 moves in the direction of the first clutch disk 41 and eventually the first clutch disk 41 is sandwiched and pressed against the center plate 43. Then, it is completely engaged and the rotational driving force of the engine 4 is transmitted to the first input shaft 21. Note that, in the above, the pressing force for pressing the inner diameter portion of the first diaphragm spring 46 is controlled by the actuator operation amount L when the inner diameter portion is pressed, and the details will be described later.

  The second diaphragm spring 47 is disposed on the transmission side of the second pressure plate 45 and on the engine 4 side of the arm portion 43 a of the center plate 43 and faces the second pressure plate 45. The outer diameter portion of the second diaphragm spring 47 is arranged so that the spring force urges the arm portion 43 a extending from the center plate 43 toward the transmission side. As a result, the second pressure plate 45 is not pressed against the second clutch disk 42 in a normal state. When the inner diameter portion of the second diaphragm spring 47 is pressed toward the engine 4 side, the vicinity of the pressing portion moves in the direction of the engine 4 with the outer diameter portion of the second diaphragm spring 47 contacting the arm portion 43a as a fulcrum. As a result, the second pressure plate 44 is pushed by the diaphragm spring 47 and moves in the direction of the second clutch disk 42, and the second clutch disk 42 is sandwiched and pressed against the center plate 43. Then, it is completely engaged and the rotational driving force of the engine 4 is transmitted to the second input shaft 22. Similar to the first diaphragm spring 46, the pressing force for pressing the inner diameter portion of the second diaphragm spring 47 is controlled by the actuator operation amount L when the inner diameter portion is pressed.

  The above-described inner diameter portions of the first diaphragm spring 46 and the second diaphragm spring 47 are pressed by the first and second clutch actuators 17 and 18 shown in FIG. The first and second clutch actuators 17 and 18 are respectively DC motors 19a and 19b, rods 25a and 25b that linearly move by a ball screw structure by the operation of the DC motors 19a and 19b, and straight lines of the rods 25a and 25b. Transmission portions 26a, 26b for transmitting the movement to the inner diameter portions of the first and second diaphragm springs 46, 47; stroke sensors 17a, 18a for detecting actuator operation amounts L1, L2 of the linear movement of the rods 25a, 25b; have. And the information regarding the actuator operation amounts L1 and L2 of the rods 25a and 25b detected by the stroke sensors 17a and 18a is transmitted to the TCU3.

  Since the dual clutch 40 is configured in this way, when a shift command is sent from the TCU 3, the TCU 3 operates the first clutch actuator 17 or the second clutch actuator 18 by predetermined actuator operation amounts L1 and L2, and the engine. The clutch torque transmitted from 4 to the input shaft is controlled. As a result, the TCU 3 disconnects the clutch corresponding to the input shaft disconnected from the engine 4 of the first input shaft 21 and the second input shaft 22 of the first clutch disc 41 and the second clutch disc 42. Take control. Specifically, the operation of the rods 25a and 25b of the DC electric motor 19a or 19b is controlled so that the inner diameter portion of the first diaphragm spring 46 or the second diaphragm spring 47 moves toward the transmission side.

  The TCU 3 includes a clutch corresponding to an input shaft connected to the engine 4 of the first input shaft 21 and the second input shaft 22 of the first clutch disc 41 and the second clutch disc 42, and the clutch torque is Control to achieve the target clutch torque. Then, when the rotational speed Ne of the engine 4 synchronizes with the rotational speed Ni of the connected input shaft, connection control is performed. Specifically, the operation of the rods 25a and 25b of the motor 19a or 19b is controlled so that the inner diameter portion of the first diaphragm spring 46 or the second diaphragm spring 47 is pressed toward the engine 4 side.

  The clutch torque has a correlation with the actuator operation amount. This correlation is acquired in advance and stored in the ROM of the TCU 3. For this reason, the TCU 3 reads the actuator operation amount L corresponding to the target clutch torque as a target from the correlation data acquired in advance in order to suitably engage each clutch disk. Then, control with the target clutch torque is realized by controlling the actuator operation amounts L1 and L2 to be controlled to be the read actuator operation amounts. The actuator operation amount L is constantly monitored by acquiring data from the stroke sensors 17a and 18a.

  Next, the first to fourth shift clutches 101 to 104 will be described with reference to FIGS. Each of the forks 72a, 72b, 72c, 72d shown in FIGS. 2 to 4 is a member that slides in the axial direction by engaging the outer periphery of the sleeve 202 of the first to fourth shift clutches 101-104. is there. Each fork 72a-72d is driven by the respective fork drive mechanism 130.

  In the present embodiment, four fork drive mechanisms 130 are provided to drive the first to fourth shift clutches 101 to 104, respectively. As shown in FIG. 4, each fork drive mechanism 130 includes a motor 131 having a worm gear 132 formed on a rotating shaft, a worm wheel 133 meshing with the worm gear 132, and a pinion gear 134 formed integrally with the worm wheel 133. , A rack shaft 135 that meshes with the pinion gear 134 is provided. The rack shaft 135 is integrally provided with the forks 72a to 72d. That is, by rotating the motor 131 of each fork drive mechanism 130, the forks 72 a to 72 d connected to the motor 131 slide in the axial direction of the first countershaft 31 or the second countershaft 32.

  Further, as shown in FIG. 4, shift stroke sensors 136 to 139 for detecting a stroke amount in which the forks 72 a to 72 d slide and move in the axial direction are provided in the vicinity of the rotation shaft of the pinion gear 134. The shift stroke sensors 136 to 139 are connected to the TCU 3, and the rotation speed of the worm wheel 133 is converted into a stroke amount by the calculation unit of the TCU 3. The shift stroke sensors 136 to 139 may be provided in the vicinity of the rotation axis of the motor 131.

  The first shift clutch 101 is disposed between the first speed driven gear 61 and the third speed driven gear 63 in the axial direction of the first countershaft 31. The second shift clutch 102 is disposed between the second speed driven gear 62 and the sixth speed driven gear 66 in the axial direction of the second countershaft 32. The third shift clutch 103 is disposed between the fourth speed driven gear 64 and the reverse gear 70 in the axial direction of the first countershaft 31. Further, the fourth shift clutch 104 is disposed between the fifth speed driven gear 65 and the seventh speed driven gear 67 in the axial direction of the second countershaft 32.

  As shown in FIGS. 2 and 3, the first shift clutch 101 includes a clutch hub 201 splined to the first countershaft 31, a first-speed engagement member 205 press-fitted to the first-speed driven gear 61, A third-speed engaging member 205 press-fitted and fixed to the fast driven gear 63, a synchronizer ring 203 interposed between the clutch hub 201 and the left and right engaging members 205, 205, and an outer periphery of the clutch hub 201 in the axial direction This is a known synchromesh mechanism that has a sleeve 202 that is movably splined and that removably connects the driven gears 61 and 63 to the first input shaft 21.

  The sleeve 202 of the first shift clutch 101 is not engaged with any of the engagement members 205 and 205 in the neutral position. However, the rack shaft 135 is driven in the input shaft direction by the operation of the fork drive mechanism 130, and the sleeve 202 is moved to the first speed driven gear 61 side by the fork 72a fixed to the rack shaft 135 and engaged with the annular groove on the outer periphery of the sleeve 202. When shifted, the inner teeth of the sleeve 202 are spline-engaged with the synchronizer ring 203 on the first speed driven gear 61 side. Then, the rotation of the first countershaft 31 and the first speed driven gear 61 is synchronized while pressing the synchronizer ring 203 against the first speed driven gear 61. Next, the inner teeth of the sleeve 202 engage with the external splines on the outer periphery of the first-speed engagement member 205, and the first countershaft 31 and the first-speed driven gear 61 are integrally connected to form a first-speed gear stage. . Further, if the fork 72a causes the fork 72a to shift the sleeve 202 toward the third speed driven gear 63, the first countershaft 31 and the third speed driven gear 63 are similarly synchronized with each other after the rotation of the first countershaft 31 and the third speed driven gear 63 is synchronized. To establish a third gear.

  The second to fourth shift clutches 102 to 104 are substantially the same in structure as the first shift clutch 101 and only have different attachment positions. The second shift clutch 102 selectively couples the second speed driven gear 62 and the sixth speed driven gear 66 to the second countershaft 32 to disable relative rotation, and establishes the second speed gear stage and the sixth speed gear stage. In addition, the third shift clutch 103 selectively connects the fourth speed driven gear 64 and the reverse gear 70 to the first countershaft 31 to disable relative rotation, and establishes the fourth speed gear stage and the reverse gear stage. Further, the fourth shift clutch 104 selectively connects the fifth speed driven gear 65 and the seventh speed driven gear 67 to the second countershaft 32 to make the relative rotation impossible, and establishes the fifth speed gear stage and the seventh speed gear stage.

  Here, the transition of the divided stages (states) of the shift described above is made relative to the chamfer portion 203a formed on the outer peripheral surface of the inner ring chamfer portion 202a formed on the inner diameter portion of the sleeve 202 and the synchronizer ring 203. This will be described in detail based on the positional relationship. In this explanation, the following four steps will be described in the case where the sleeve 202 in the neutral state first moves to the second speed driven gear 62 side by the second shift clutch 102 as a representative. The other gear stages that are switched by the second to fourth shift clutches 102 to 104 have similar stages.

FIG. 5A shows a neutral stage (state) in which the sleeve 202 is intermediate between the second-speed driven gear 62 and the sixth-speed driven gear 62 and is not engaged with any of them.
Next, FIG. 5B is a stage referred to as an entering process in which the sleeve 202 starts entering the second speed driven gear 61. The entry process refers to the period until the synchronization process described with reference to FIG. The entering process is a process that is completed in a relatively short time.

  In FIG. 5C, the chamfer portion 202 a of the sleeve 202 contacts the chamfer portion 203 a included in the synchronizer ring 203 on the second speed driven gear 62 side, and the synchronizer ring 203 is brought into contact with the second speed engaging member 205 and the second speed driven gear 62. This is a stage called a synchronization process in which the rotation of the sleeve 202 and the second speed driven gear 62 is synchronized by pressing. The synchronization process from the start of synchronization to the completion of synchronization is a stage that occupies a relatively long time among the four stages.

  5D is referred to as a pushing process in which the chamfer portion 202a of the sleeve 202 pushes the chamfer portion 203a of the synchronizer ring 203 on the second speed driven gear 62 side and approaches the second speed driven gear 62. This is the stage. When the pushing process is started, the synchronization between the sleeve 202 and the second speed driven gear 62 is already completed. For this reason, the chamfer portion 202a of the sleeve 202 quickly reaches the second-speed driven gear 62 after the start of the pressing process. Thereafter, the second-speed driven gear 62 is completely engaged with the second-speed driven gear 62 and the second countershaft 32 so as not to be relatively rotatable. In the present invention, the position of the sleeve 202 is confirmed when the driver depresses the accelerator for acceleration in the four stages of the neutral state to the pushing process, and the shift is performed according to the position of the step. A time until completion is predicted, and a gear stage to be shifted is selected according to the size of the predicted time.

  Next, the TCU 3 constituting the shift control device according to the present invention will be described. As described above, the TCU 3 includes the fork drive mechanism 130 that operates the first to fourth shift clutches 101 to 104, and the first and second clutches that switch the first clutch disk 41 and the second clutch disk 42 of the dual clutch 40. Actuators 17 and 18 are controlled.

  Further, the TCU 3 has a current gear position detection unit 111, a request gear stage calculation unit 112, an accelerator depression detection unit 114, a shift progress calculation unit 115, and a traveling gear stage selection control unit 116.

  The current gear position detector 111 detects the current gear position Gp that is currently established. Here, the current gear stage Gp is a gear established by the operation of the first to fourth shift clutches 101 to 104 (first and second shift mechanisms) including the gear stage currently applied to vehicle travel. It means a step. The current gear stage Gp is determined from data of operation by the fork drive mechanism 130. Specifically, the operation of the sleeve 202 in the input shaft direction is detected by shift stroke sensors 136 to 139 provided in the vicinity of the pinion gear 134 shaft of the fork drive mechanism 130. Then, the gear stage established from the detected stroke amount is calculated.

  The required gear stage calculation unit 112 calculates a required gear stage Gd to be selected next to the current gear stage Gp based on the accelerator operation state of the driver, the traveling state of the vehicle, the shift line, and the like. Actually, the calculation of the required gear stage Gd is performed based on a shift line prepared in advance and stored in the ROM of the TCU 3. However, the required gear stage may be obtained in any way.

  The shift lines shown in FIG. 6 typically show, for example, a shift line A from the second speed to the third speed on the speed increasing side and a shift line B from the third to the second speed on the deceleration side. The shift line is map data used at the time of shifting of the vehicle, and takes preselected gear position selection parameters (in this embodiment, vehicle speed and accelerator pedal opening) from one gear stage to another gear stage. This is a reference line for determining whether or not shifting is necessary. As shown in FIG. 6, the dual clutch automatic transmission 1 has a pre-shift line a indicated by a broken line slightly before the shift line A. The pre-shift line a is a gear corresponding to each pre-shift line that has been exceeded by the fork drive mechanism 130 when the relationship between a predetermined accelerator opening and the vehicle speed exceeds the pre-shift line a toward the high shift stage. This is a shift line for starting the shift to the stage (required gear stage Gd).

  Similarly, a pre-shift line b indicated by a broken line is provided slightly before the shift line B during deceleration. As a result, the accelerator P is turned off or loosened, the vehicle speed is reduced, and when the relationship between the accelerator opening and the vehicle speed exceeds the pre-shift line b toward the low gear stage, the fork drive mechanism 130 causes the pre-shift line The shift to the gear stage (required gear stage Gd) corresponding to b is started.

  The speed increasing side shift will be described in detail. For example, the driver depresses the accelerator pedal while traveling in the second gear stage established by the second input shaft 22 and the second countershaft 32, and the relationship between the accelerator opening and the vehicle speed is a third gear stage pre-shift. When crossing the line a, the TCU 3 selects the third speed driven gear 63 included in the first countershaft 31. At this time, the required gear stage Gd is assumed to be the third speed stage and stored in the storage unit. Under the control of the TCU 3, the fork drive mechanism 130 operates the first shift clutch 103 to connect the third speed driven gear 63 and the first countershaft 31 so that they cannot be rotated relative to each other, thereby establishing the third speed gear stage. Thereby, the 1st countershaft 31 and the 1st input shaft 21 rotate integrally through a 3rd-speed gear stage. At this time, in the present invention, the third gear and the second gear applied to traveling are actually established and become the current gear. Next, when the relationship between the accelerator opening and the vehicle speed exceeds the shift line A of the third gear, the second clutch actuator 18 releases the engagement of the second clutch disk 42 and the engine 4 and the second input. The connection with the shaft 22 is controlled to be disconnected. At the same time, the first clutch actuator 17 controls engagement of the first clutch disk 41 with the target clutch torque and engages it while synchronizing with the rotation of the engine 4. As a result, the rotational torque of the engine 4 is transmitted to the first countershaft 31 via the first input shaft 21 and the established third speed gear stage, and the vehicle is driven by the third speed gear stage. The same applies to the gear shifting methods for other gear stages.

  Next, the shifting on the deceleration side will be described. When decelerating, the vehicle speed decreases as in the case of acceleration, and when the relationship between the accelerator opening and the vehicle speed intersects with the pre-shift line, the TCU 3 operates the fork drive mechanism 130 to the gear stage corresponding to each pre-shift line. The shift starts. At this time, the gear stage corresponding to the crossed pre-shift line is set as the required gear stage Gd and stored in the storage unit of the TCU 3. For example, when the driver is traveling in the third gear stage established by the first input shaft 21 and the first auxiliary shaft 31, the accelerator pedal is turned off to reduce the vehicle speed, and the relationship between the accelerator opening and the vehicle speed is the second gear. When crossing the pre-shift line b of the gear stage, the TCU 3 selects the second speed driven gear 62 that the second countershaft 32 has. Then, the fork drive mechanism 130 operates the second shift clutch 102 to connect the second speed driven gear 62 and the second countershaft 32 so as not to be relatively rotatable, thereby establishing the second speed gear stage. Thereby, the 2nd countershaft 32 and the 2nd input shaft 22 rotate integrally via a 2nd-speed gear stage. At this time, in the present invention, the second gear and the third gear applied to traveling are actually established and become the current gear.

  Next, when the relationship between the accelerator opening and the vehicle speed exceeds the shift line B of the second gear stage, the TCU 3 disengages the first clutch disk 41 by the first clutch actuator 17 and the engine 4 and the first input shaft. The connection with 21 is controlled to be disconnected. At the same time, the second clutch actuator 18 controls engagement of the second clutch disk 42 with the target clutch torque and engages it while synchronizing with the rotation of the engine 4. As a result, the rotational torque of the engine 4 is transmitted to the second countershaft 32 via the second input shaft 22 and the established second speed gear stage, and the vehicle is driven by the second speed gear stage. The same applies to the gear shifting methods for other gear stages.

  The accelerator depression detector 114 detects the depression of the driver's accelerator P. At this time, only the accelerator depression ON and OFF may be detected, but in this embodiment, the accelerator P depression opening and the accelerator P depression speed are also detected at the same time.

  When the accelerator depression detection unit 114 detects that the accelerator P is depressed, the shift progress calculation unit 115 is shifting toward the required gear stage Gp when the accelerator depression is detected. The shift progress of any one of the fourth shift clutches 101 to 104 is calculated. The shift progress here refers to the progress in the four divided stages of the first to fourth shift clutches 101 to 104 described above. The relationship between the positions of the four stages and the strokes of the sleeves 202 of the first to fourth shift clutches 101 to 104 is acquired in advance and stored in the ROM of the TCU 3. Therefore, the shift progress calculation unit 115 acquires the position of each sleeve 202 by the shift stroke acquired by the shift stroke sensors 136 to 139 included in the fork drive mechanism 130, and calculates which position among the four stages. To do.

  The traveling gear stage selection control unit 116 determines the first to fourth shifts when the calculated shift progress is greater than the shift change threshold E determined by a preset experiment and stored in the storage unit of the TCU 3. The vehicle waits until the required gear stage Gd is established by any one of the clutches 101 to 104 (the first shift mechanism and the second shift mechanism), and then travels with the clutch corresponding to the required gear stage Gd connected. In other words, when the shift progress is larger than the shift change threshold E, the remaining time until the completion of the shift is short, and even if the shift is continued, the gear shift is completed in a short time. The vehicle is driven strongly by Gd.

  When the calculated shift progress is smaller than the shift change threshold E, the clutch corresponding to the current gear stage established by any one of the first to fourth shift clutches 101 to 104 is connected to travel. Let That is, when the calculated shift progress is smaller than the shift change threshold E, it is understood that it takes time to complete the shift. For this reason, when waiting for completion of the shift to the required gear stage Gd, a decrease in torque occurs while waiting. Therefore, the traveling gear stage selection control unit 116 suppresses a torque drop that occurs when the state in which the rotational driving force of the engine 4 is disconnected is prolonged by selecting the traveling at the current gear stage Gp that has already been established. Can do.

  In the above case, the established current gear stage is a gear stage currently applied to the traveling of the vehicle. That is, when one of the shift clutches is operating toward the required gear stage Gd, one of the gear stages that has been established and has been on standby has already been released.

  Next, the operation and action of the dual clutch type automatic transmission 1 in the configuration of the above-described first embodiment will be described based on the flowcharts of FIGS. 7, 8 and 9. In the present embodiment, a case will be described in which the driver steps on the accelerator P and requests acceleration while the vehicle is decelerating in the accelerator OFF state (see FIG. 7A). Note that when the driver steps on the accelerator P at this time, the vehicle is traveling at the third gear (current gear Gp). Further, just before the accelerator P is stepped on, the relationship between the accelerator opening and the vehicle speed is shifted to the second gear stage that becomes the required gear stage Gd by passing the pre-shift line d in FIG. 6 from the third gear stage side. It is assumed that the request is transmitted from TCU3. Thus, when the driver steps on the accelerator P, the shift of the second gear stage of the second countershaft 32 to the second gear driven gear 62 has already started.

  In step 10 (accelerator depression detection step), when the accelerator depression detector 114 detects depression of the driver's accelerator P, the process proceeds to step S11. If depression is not detected, the program is terminated. At this time, the threshold of the stepping amount for determining the stepping is arbitrarily set by an experiment or the like. At this time, the accelerator depression detection unit 114 simultaneously acquires the depression speed and depression amount of the accelerator P and stores them in a predetermined storage unit.

  In step S11 (shift progress calculation step), the requested gear stage by any shift clutch corresponding to the requested gear stage Gd among the first to fourth shift clutches 101 to 104 when the driver steps on the accelerator P. The shift progress degree calculation unit 115 calculates the shift progress degree to Gd. In the present embodiment, as shown in FIG. 7, the shift from the second gear stage, which is the required gear stage Gd, to the second gear driven gear 62 is performed slightly before the time when the driver steps on the accelerator. It is started by the operation of 102. Accordingly, the establishment of the 4th speed driven gear 64 of the 4th speed gear stage that has been established and is waiting as the current gear stage Gp is canceled by the operation of the third shift clutch 103 before the shift to the 2nd speed driven gear 62 is started, and is neutral. It is in a state.

  As described above, the degree of shift progress of the second speed gear stage, which is the required gear stage Gd, detected at this time, to the second speed driven gear 62 is four stages: the neutral state, the entering process, the synchronizing process, and the pushing process. This is to detect which stage is located. The shift progress degree is obtained by the shift progress degree calculation unit 115 calculating the position of the sleeve 202 of the second shift clutch 102 based on the shift strokes acquired by the shift stroke sensors 136 to 139. At this time, it is only necessary to calculate which of the four stages is located. This also makes it possible to estimate the remaining time until the rough shift is completed. However, in the present embodiment, it is further calculated to which position the operation of the sleeve 202 proceeds in each of the four stages. Specifically, since the synchronization process is a process that takes a relatively long time, for example, it is determined where in the synchronization process (for example, a position where 70% has elapsed since the start of synchronization). Thereby, the prediction until the shift is completed is performed with higher accuracy.

  In step S12 (traveling gear stage selection control step), the degree of progress of the shift from the second speed gear stage (requested gear stage Gd) to the second speed driven gear 62 calculated in step S11 by the traveling gear stage selection control unit 116 is set in advance. The shift change threshold value E is compared. Here, for example, the shift change threshold E is set to a position where 60% has elapsed from the start of synchronization (see FIG. 8). When the shift progress is larger than the shift change threshold E (for example, when the position is 70% elapsed from the start of synchronization as described above), the process moves to step S13 and the second shift corresponding to the second speed driven gear 62 is performed. A second gear (required gear Gd) is established by the clutch 102. Then, after the second gear (requested gear Gd) is established, the first clutch 41 is controlled to be disengaged, and the second clutch 42 corresponding to the second gear (requested gear Gd) is engaged and connected. Then, the engine 4 and the second input shaft 22 are connected to accelerate the vehicle with force (see FIG. 7B). Thereafter, the program is terminated. Note that the position where the further threshold value E is 60% after the start of synchronization is merely an example and may be set in any manner.

  In step S12, if the calculated shift progress of the second gear (required gear Gd) is smaller than the shift change threshold E, it can be predicted that it will take time to complete the shift, and therefore the process proceeds to step S14. . And the 1st clutch 41 corresponding to the 3rd gear stage which is the present gear stage Gp which was making the vehicle drive | work is continued, and a vehicle is made to drive | work. As a result, the rotational driving force of the engine 4 is not cut off, and the occurrence of a significant torque reduction can be suppressed (see FIG. 7B).

  As is apparent from the above description, in the dual clutch automatic transmission 1 according to the first embodiment, the accelerator P is depressed when the driver depresses the accelerator P for acceleration while the vehicle is traveling. The degree of progress of the shift to the required gear stage Gd at this point is calculated by the shift progress degree calculation unit 115. Then, it is calculated whether or not the calculated degree of progress is greater than a preset shift change threshold E. If the shift progress is larger than the shift change threshold E, the shift is completed in a short time if the shift is continued as it is. In this case, the shift is continued to shift to the required gear stage Gd as quickly as possible, and after the shift, the clutch corresponding to the required gear stage Gd is connected and the vehicle is strongly accelerated to run. Further, when the shift progress at the time when the accelerator is depressed is smaller than the shift change threshold E, it takes time to complete the shift. In this case, when waiting for completion of the shift to the required gear stage Gd, the torque is reduced. Therefore, the clutch corresponding to the currently established gear stage is continuously connected to drive the vehicle. Thereby, the fall of a torque can be suppressed and the deterioration of the feeling which a driver | operator feels can be prevented.

  Further, in the dual clutch automatic transmission 1 according to the first embodiment, the calculation of the shift progress calculation unit 115 is performed by the first shift mechanism (first and fourth shift clutches) that are shifting toward the required gear stage Gd. 101, 104) or the second shift mechanism (second and third shift clutches 102, 103) is performed based on four divided stages (neutral state to pushing process). The degree of shift progress can be easily calculated with such a low-cost and simple configuration.

  Next, a dual clutch type automatic transmission 5 according to a second embodiment will be described (see FIG. 1). The second embodiment differs from the first embodiment only in that the TCU 8 constituting the shift control device has a shift time measuring unit 117. Therefore, the description of the same part is omitted, and only the different part will be described. Similar parts and portions will be described with the same reference numerals.

  The shift time measuring unit 117 measures time from the start time of the shift to the required gear stage Gd (see FIG. 7). In the second embodiment, the calculation of the degree of progress in the shift progress degree calculation unit 115 measures the elapsed time from the start time of the shift to the time when the accelerator is depressed by the driver by the shift time measurement unit 117. What is necessary is just to detect the start time of a shift from the data of the shift stroke sensors 136-139 which the fork drive mechanism 130 has. Then, the elapsed time is calculated by subtracting the elapsed time from a predetermined shift time from the start of the shift to the completion of the shift that the TCU 8 has in advance. Then, the degree of progress is obtained from the calculated remaining time, and it is calculated whether or not the degree of progress is greater than a preset shift change threshold E. The subsequent determination method is the same as in the first embodiment. By measuring such time, the progress of the shift can be calculated with higher accuracy.

  Next, a dual clutch type automatic transmission 6 according to a third embodiment will be described (see FIG. 1). The third embodiment detects at least one of the accelerator depression amount and the accelerator depression speed of the accelerator P that the driver depresses with respect to the first embodiment, and the shift change threshold according to the accelerator depression amount and the accelerator depression speed. The only difference is that the value of E is changed. Therefore, the description of the same part is omitted, and only the different part will be described. Similar parts and portions will be described with the same reference numerals.

  For the accelerator depression amount (opening) and the accelerator depression speed of the accelerator P, data detected by the accelerator depression detector 114 is used. When at least one of the accelerator depression amount (opening degree) and the accelerator depression speed is large, it can be determined that the driver strongly desires a large acceleration. Therefore, the shift change threshold E is shifted to the one where the prediction time until the completion of the shift is longer, that is, the one where the shift progress is smaller (left in FIG. 8) so that the required gear stage Gd having a larger acceleration force can be easily selected. change. At this time, the amount to be changed is determined according to the accelerator stepping amount and the accelerator stepping speed, but is preferably evaluated and determined in advance by experiments so as to match the driver's feeling. As a result, the possibility of selecting the required gear stage Gd is increased, and even if a slight feeling of rattling occurs, a strong acceleration force can be obtained by the required gear stage Gd as required by the driver. When at least one of the accelerator depression amount (opening) and the accelerator depression speed is small, the shift change threshold E may be shifted in the opposite direction.

  Next, a dual clutch type automatic transmission 7 according to a fourth embodiment will be described (see FIG. 1). In the fourth embodiment, the TCU 9 (transmission control device) has an acceleration calculating unit 118 compared to the first to third embodiments. Therefore, the description of the same part is omitted, and only the different part will be described. Similar parts and portions will be described with the same reference numerals.

  The acceleration force calculation unit 118 calculates a required gear speed acceleration force, a current gear speed acceleration force, and a driver required acceleration force. The required gear stage acceleration force is an acceleration force obtained when shifting to the required gear stage Gd. The current gear stage acceleration force is an acceleration force obtained when the vehicle travels at the current gear stage Gp. The driver-requested acceleration force is an acceleration force requested by the driver obtained from at least one of the accelerator depression amount and the accelerator depression speed that the driver has depressed.

  Then, it is possible to select either the requested gear stage Gd or the current gear stage Gp that can realize an acceleration force closer to the driver requested acceleration force among the calculated requested gear stage acceleration force and the current gear stage acceleration force. In the gear stage selection control unit 116, the shift change threshold E is changed. In order to facilitate selection of the required gear stage Gd, the shift change threshold E may be shifted to the left in FIG. In order to facilitate selection of the current gear stage Gp, the shift change threshold E may be shifted to the right in FIG. At this time, it is preferable that the amount to be changed is evaluated and determined in advance by experiment so as to match the driver's feeling. As a result, the vehicle can always travel with an acceleration force close to the driver-requested acceleration force requested by the driver, and satisfy the driver's satisfaction with the acceleration force.

  In the present embodiment, odd-numbered drive gears 51, 53, 55, and 57 are fixed to the first input shaft 21, and even-numbered drive gears 52, 54, and 56 was fixed. The first countershaft 31 and the second countershaft 32 mesh with the odd-numbered drive gears of the first input shaft 21 to establish odd-numbered gears, and the second input shaft 22 The driven gears 62, 64, and 66 that mesh with the even-numbered drive gears to establish the even-numbered gears are provided so as to be free-wheeling. However, the present invention is not limited thereto, and the drive gears 51, 53, 55, 57 and the drive gears 52, 54, 56 may be provided on the first input shaft 21 and the second input shaft 22 so as to be free-wheeling. At this time, the first to seventh speed driven gears 61 to 67 may be fixedly provided on the first countershaft 31 and the second countershaft 32.

  Further, like the dual clutch type automatic transmission (for FR) disclosed in FIG. 1 of Japanese Patent Application Laid-Open No. 2011-144882, only the seventh speed drive gear 26a is provided on the first input shaft 15 so as to be free-wheeling and driven at the seventh speed. A seventh speed driven gear 26b that meshes with the gear 26a may be fixed to the second countershaft 18. Further, as shown in FIG. 1 of the publication, the first input shaft 15 and the output shaft 19 may be directly connected by moving the switching clutch 30D to the right side of the drawing. The same effect can be obtained also in such a dual clutch automatic transmission for FR.

  In the present embodiment, four rack shafts 135 are provided, and the forks 72a to 72d provided for the respective rack shafts 135 are operated to switch the gear stages. However, the present invention is not limited to this, and a selection motor may be provided, the fork shaft may be selected by driving the selection motor, and the selected fork shaft may be slid by the shift motor to switch each gear stage.

  The arrangement of the first and second clutch disks 41 and 42, the center plate 43, and the first and second pressure plates 44 and 45 constituting the dual clutch 40 according to this embodiment will be described in this embodiment. However, the present invention is not limited to this mode and may be arranged in any way.

  In the present embodiment, the dual clutch automatic transmission having the seventh forward speed is described as the dual clutch automatic transmission according to the present invention. However, the present invention is not limited to this mode, and the dual clutch automatic transmission may have a forward shift speed exceeding 7th speed or a forward shift speed not exceeding 6th speed. This also provides the same effect.

  Further, the dual clutch type automatic transmission may be applied to other automatic transmissions such as motorcycles, instead of being applied to automobiles.

DESCRIPTION OF SYMBOLS 1, 5, 6, 7 ... Dual clutch type automatic transmission, 2 ... Transmission control unit (ECU), 3, 8, 9 ... Transmission control unit (TCU), 4 ... Engine, 4a ... Rotational speed sensor, 10 ... Case, 11 ... Mission case, 12 ... Clutch housing, 17 ... First clutch actuator, 18 ... Second clutch actuator, 21 ... No. 1 input shaft, 22 ... second input shaft, 23a, 23b ... vehicle speed sensor, 31 ... first auxiliary shaft, 32 ... second auxiliary shaft, 40 ... dual clutch, 41 ... First clutch disk, 42 ... second clutch disk, 43 ... center plate, 44 ... first pressure plate, 45 ... second pressure plate, 51-57 ... drive of gear stage Gear, 58, 68 ... -Final reduction drive gear, 61-67 ... driven gear of gear stage, 62a ... small gear, 70 ... reverse gear, 72a-72d ... fork, 135 ... rack shaft, 101, 104 ... 1st shift mechanism (1st, 4th shift clutch), 102, 103 ... 1st shift mechanism (2nd, 3rd shift clutch), 111 ... Current gear position detection unit, 112 ... Request gear stage calculation unit, 114 ... accelerator depression detection unit, 115 ... shift progress calculation unit, 116 ... traveling gear stage selection control unit, 117 ... shift time measurement unit, 118 ... Acceleration force calculation unit, 130 ... fork drive mechanism, 201 ... clutch hub, 202 ... sleeve, 203 ... synchronizer ring.

Claims (6)

A first input shaft and a second input shaft arranged concentrically;
A dual clutch having a first clutch for transmitting the rotational driving force of the prime mover to the first input shaft and a second clutch for transmitting the rotational driving force to the second input shaft;
And passed a odd-numbered gear shift stage, a first shift mechanism for outputting the rotational driving force transmitted to the first input shaft to the driving wheel side through the transmission to the first countershaft and the second countershaft,
A second shift mechanism that establishes an even-numbered gear stage, shifts the rotational driving force transmitted to the second input shaft, and outputs it to the drive wheel side via the first or second countershaft ; ,
The relationship between the accelerator opening of the accelerator operated by the driver and the vehicle speed is set in advance to determine whether or not it is necessary to shift from one of the odd gear and the even gear to another gear. When a shift command is sent beyond the shift line of the other shift stage , the first input shaft and the second input shaft of the first input shaft and the second input shaft are disconnected from the prime mover. An input shaft connected to the prime mover of the first input shaft and the second input shaft of the first clutch and the second clutch is controlled to disconnect the clutch corresponding to the input shaft. A shift control device that performs engagement control to connect the clutch corresponding to the clutch when the rotational speed of the prime mover is synchronized with the rotational speed of the connected input shaft,
The first shift mechanism includes:
A first clutch hub fixed to a shaft constituting a rotational driving force transmission path of the first input shaft; and a first engagement member fixed to a gear of the odd-numbered speed stage provided on the shaft so as to be free to rotate. A first sleeve that engages between the first clutch hub and the first engagement member fixed to the gear of the odd-numbered shift stage to establish the odd-numbered shift stage;
The second shift mechanism is
A second clutch hub fixed to a shaft constituting a rotational driving force transmission path of the second input shaft, and a second engagement member fixed to a gear of the even-numbered speed stage provided on the shaft so as to be freely rotatable. A second sleeve that engages between the second clutch hub and the second engagement member that is fixed to the gears of the even-numbered gears to establish the even-numbered gears;
The first or second shift mechanism is
When the relationship between the accelerator opening and the vehicle speed exceeds a pre-shift line set before reaching the shift line of the other shift stage, the other shift of the odd shift stage and the even shift stage. In the state where the rotational driving force transmission path of the first input shaft or the second input shaft corresponding to the step is disconnected from the prime mover, the first and second sleeves correspond to the other shift steps. The sleeve starts to move in the axial direction of the first and second input shafts, and the clutch hub and the first and second engaging members corresponding to the other gears among the first and second clutch hubs. A dual-clutch automatic transmission that engages with an engagement member corresponding to the other shift stage to establish the other shift stage,
The shift control device includes:
A shift stroke sensor for detecting the axial position of the first and second sleeves;
And the current gear position detecting unit for detecting the current gear stage is currently established the an gear,
And the required gear stage calculation unit for calculating the required gear stage accelerator opening and the basis of the vehicle speed currently is the other shift speed to be selected next to the gear stage,
An accelerator depression detector for detecting depression of the driver's accelerator;
When depression of the accelerator is detected by the accelerator depression detection unit, the first shift mechanism or the second shift mechanism in the first shift mechanism that is moving toward the required gear when the accelerator depression is detected is detected. A shift progress calculation unit that calculates the shift progress according to the position of the sleeve corresponding to the required gear stage among the first and second sleeves ;
When the calculated shift progress is greater than a preset shift change threshold, the clutch corresponding to the requested gear is connected until the requested gear is established by the first shift mechanism or the second shift mechanism. When the calculated shift progress is smaller than the shift change threshold, the clutch corresponding to the current gear stage established by the first shift mechanism or the second shift mechanism is connected and travels. A traveling gear stage selection control unit that makes it possible to
Dual-clutch automatic transmission with In claim 1,
The calculation of the degree of progress in the shift progress degree calculation unit is performed on the required gear stage among the first and second sleeves in the first shift mechanism or the second shift mechanism that is moving toward the required gear stage . A dual-clutch automatic transmission that performs based on divided stages of shifts that are set corresponding to the positions of corresponding sleeves . A first input shaft and a second input shaft arranged concentrically;
A dual clutch having a first clutch for transmitting the rotational driving force of the prime mover to the first input shaft and a second clutch for transmitting the rotational driving force to the second input shaft;
A first shift mechanism that shifts the rotational driving force transmitted to the first input shaft to establish an odd-numbered shift stage, and a gear that shifts the rotational driving force transmitted to the second input shaft to change an even-numbered shift stage. A second shift mechanism to be established;
When a shift command is sent, the clutch corresponding to the input shaft disconnected from the prime mover of the first input shaft and the second input shaft is disengaged among the first clutch and the second clutch. The clutch corresponding to the input shaft connected to the prime mover of the first input shaft and the second input shaft of the first clutch and the second clutch is set to the rotational speed of the prime mover. A shift control device that performs engagement control to be connected when synchronized with the rotational speed of the connected input shaft,
The shift control device includes:
A current gear stage detection unit for detecting the current gear stage currently established;
A required gear stage calculation unit for calculating a required gear stage to be selected next to the current gear stage based on a driver's accelerator operation state and a running state of the vehicle;
An accelerator depression detector for detecting depression of the driver's accelerator;
When the accelerator depression is detected by the accelerator depression detector, the shift of the first shift mechanism or the second shift mechanism that is shifting toward the required gear stage when the accelerator depression is detected is detected. A shift progress calculation unit for calculating the progress;
If the calculated shift progress is greater than a preset shift change threshold, the clutch corresponding to the requested gear is connected until the requested gear is established by the first shift mechanism or the second shift mechanism. When the calculated shift progress is smaller than the shift change threshold, the clutch corresponding to the current gear stage established by the first shift mechanism or the second shift mechanism is connected and travels. A traveling gear stage selection control unit that makes it possible to
And a shift time measuring unit for performing time counting from the start of the shift to the previous SL required gear stage,
The calculation of the degree of progress in the shift progress degree calculation unit is based on the elapsed time from the start time of the shift measured by the shift time measurement unit to the time when the depression of the accelerator is detected and the shift start time. Dual clutch type automatic transmission based on a predetermined shift time until completion. In any one of Claims 1 thru | or 3,
The accelerator depression detection unit detects at least one of an accelerator depression amount and an accelerator depression speed of the accelerator depressed by the driver,
The dual-clutch automatic transmission that changes the shift change threshold value to a smaller shift progress level when the travel gear stage selection control unit has at least one of the accelerator depression amount and the accelerator depression speed being large . In any one of Claims 1 thru | or 4,
The required gear stage acceleration force obtained when shifting to the required gear stage, the current gear stage acceleration force obtained in the case of the current gear stage, and the accelerator depression amount and the accelerator depression speed that the driver has depressed An acceleration calculating unit that calculates the driver-requested acceleration force requested by the driver determined from at least one of them;
In the traveling gear stage selection control unit, the required gear stage or the current gear stage capable of realizing an acceleration force closer to the driver requested acceleration force among the calculated requested gear stage acceleration force and the current gear stage acceleration force. A dual clutch type automatic transmission that changes the shift change threshold value to be selected. A first input shaft and a second input shaft arranged concentrically, a first clutch for transmitting the rotational driving force of the prime mover to the first input shaft, and a second clutch for transmitting the rotational driving force to the second input shaft a dual clutch having the odd-numbered gear shift stage is established and first outputs the rotational driving force transmitted to the first input shaft to the driving wheel side through the transmission to the first countershaft and the second countershaft A shift mechanism and an even gear position are established, and the rotational driving force transmitted to the second input shaft is shifted and output to the driving wheel side via the first counter shaft or the second counter shaft . The relationship between the 2-shift mechanism and the accelerator opening of the accelerator operated by the driver and the vehicle speed indicates whether or not it is necessary to shift from one of the odd gears and the even gears to another gear. beyond the shift lines of the other gear stage pre set determines, varying When the command is sent, the clutch that disconnects the clutch corresponding to the input shaft that is disconnected from the prime mover of the first input shaft and the second input shaft, among the first clutch and the second clutch. Control, the clutch corresponding to the input shaft connected to the prime mover of the first input shaft and the second input shaft of the first clutch and the second clutch, and the rotational speed of the prime mover A shift control device that performs engagement control to be connected in synchronization with the rotational speed of the input shaft to be connected;
The first shift mechanism includes:
A first clutch hub fixed to a shaft constituting a rotational driving force transmission path of the first input shaft; and a first engagement member fixed to a gear of the odd-numbered speed stage provided on the shaft so as to be free to rotate. A first sleeve that engages between the first clutch hub and the first engagement member fixed to the gear of the odd-numbered shift stage to establish the odd-numbered shift stage;
The second shift mechanism is
A second clutch hub fixed to a shaft constituting a rotational driving force transmission path of the second input shaft, and a second engagement member fixed to a gear of the even-numbered speed stage provided on the shaft so as to be freely rotatable. A second sleeve that engages between the second clutch hub and the second engagement member that is fixed to the gears of the even-numbered gears to establish the even-numbered gears;
The first or second shift mechanism is
When the relationship between the accelerator opening and the vehicle speed exceeds a pre-shift line set before reaching the shift line of the other shift stage, the other shift of the odd shift stage and the even shift stage. In the state where the rotational driving force transmission path of the first input shaft or the second input shaft corresponding to the step is disconnected from the prime mover, the first and second sleeves correspond to the other shift steps. The sleeve starts to move in the axial direction of the first and second input shafts, and the clutch hub and the first and second engaging members corresponding to the other gears among the first and second clutch hubs. A shift control method for the shift control device of the dual clutch type automatic transmission that engages with an engagement member corresponding to the other shift stage to establish the other shift stage ,
The shift control method includes:
An accelerator depression detection step for detecting depression of the driver's accelerator;
When depression of the accelerator is detected by the accelerator depression detection step, the first shift mechanism or the second shift mechanism in the first shift mechanism that is moving toward the required gear when the accelerator depression is detected is detected. A shift progress calculation step of calculating a shift progress according to the position of the sleeve corresponding to the required gear stage among the first and second sleeves ;
If the calculated shift progress is greater than a preset shift change threshold, the clutch corresponding to the requested gear is connected until the requested gear is established by the first shift mechanism or the second shift mechanism. When the calculated shift progress is smaller than the shift change threshold, the clutch corresponding to the current gear stage established by the first shift mechanism or the second shift mechanism is connected and travels. A traveling gear stage selection control step that makes it possible to
A shift control method for the shift control device of a dual clutch type automatic transmission comprising :

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