JPH0474574B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a transmission for an automobile, particularly a plurality of input shafts each having a transmission gear interposed between the output shaft and the output shaft;
The present invention relates to a control system for a clutch in a compound clutch type multi-gear transmission having as many clutches as input shafts selectively connecting each input shaft to an engine output shaft.

By the way, as a compound clutch type multi-stage gear transmission, for example, a rotary power transmission device described in Japanese Patent Application Laid-Open No. 56-94050 is known. this is,
a gear train, each one of a set providing a series of increasing speed ratios, and two independently actable gear trains providing an alternative drive path through the gear train between a common input and a common output. In the rotary power transmission device, the gear trains having different speed ratios are driven via one clutch and the other clutch, respectively. The clutch is located on one side of the set and the other clutch is located on the opposite side of the set. The speed ratio is then changed by switching the drive from one clutch to the other clutch.

However, in a power transmission device or transmission having such a configuration, the timing of the disengagement operation of one clutch and the engagement operation of the other clutch during gear shifting has a significant effect on drivability. In other words,
If one clutch starts disengaging at the same time as the other clutch starts engaging, a so-called double lock occurs in which both clutches are in the power transmitting state, and this is especially true in the case of automobile transmissions, where the output torque is temporarily reduced. A shock occurs in the vehicle body due to the sudden drop, or the engine stalls due to the sudden load action. To solve this problem, it is conceivable to provide a certain time lag after the start of the disconnection operation of one clutch, and then start the connection operation of the other clutch.
However, the way the transmitted torque changes when the clutch transitions from the engaged state to the disengaged state depends on various factors, such as the state of wear on the clutch, the operating speed of the clutch actuator, and the operating conditions of the engine. Therefore, it is impossible to always switch the clutch at the optimum timing simply by providing a certain time lag, and the above-mentioned double lock occurs when the clutch in the disengaged state connects relatively quickly. There is a risk that the engine will run dry due to being too slow. It is also conceivable to control changes in hydraulic pressure during supply and discharge of hydraulic pressure to a hydraulic actuator that operates the clutch according to operating conditions, but this requires extremely complicated control.

The present invention addresses the above-mentioned problems in a compound clutch type multi-gear transmission. is detected based on the difference between the predicted value and the measured value of the engine rotational speed, and the clutch which has been in the disconnected state is started to be connected. This reliably prevents both clutches from becoming double-locked without the need for complex hydraulic control, and even if the change in transmitted torque when one clutch is disengaged is inconsistent due to various factors, the other clutch's The clutch connection operation is always started at the optimum timing to ensure smooth clutch switching.

That is, in order to achieve the above object, the present invention includes a plurality of input shafts, the same number of clutches as the input shafts for connecting each input shaft to the engine output shaft, and connecting each input shaft to the output shaft, respectively. A composite clutch type multi-stage gear having an input shaft and the same number of gear sets for each input shaft, and in which the sets of gears for each input shaft are composed of gears that are not adjacent to each other in the gear position. In the transmission, a disconnection signal is output to the same number of clutch actuators as the clutches that operate each of the clutches intermittently, an engine rotation sensor that detects the rotational speed of the engine, and the actuator of the clutch that is in a transmission state during gear shifting. On the other hand, the controller includes a controller that outputs a clutch connection signal to the actuator of the clutch in a non-transmission state, and the controller outputs a predicted engine rotational speed after a certain period of time calculated based on the input signal from the engine rotational sensor. The present invention is characterized in that it is configured to periodically compare and determine the actual engine rotational speed after a predetermined period of time, and output the clutch connection signal when the difference exceeds a set value.

Hereinafter, the present invention will be explained based on embodiments shown in the drawings.

FIG. 1 shows the configuration of mainly mechanical parts of the transmission, in which a first input shaft 1 and a second input shaft 2 are loosely fitted onto the output shaft B of an engine A from the engine A side, and A first clutch 3 and a second clutch 4 are provided between the first input shaft 1 and the engine output shaft B, and between the second input shaft 2 and the engine output shaft B, respectively.

Between the first input shaft 1 and the output shaft 5 parallel to the first input shaft 1, there is a gear stage formed by a driving gear loosely fitted on the input shaft 1 and a driven gear integral with the output shaft 5. First speed gears 6 that are not adjacent to each other in
A third speed gear 7, and a reverse gear 8 in which the driving gear and the driven gear mesh with each other via an intermediate gear are interposed. Similarly, the second input shaft 2 and the output shaft 5
A second speed gear 9 and a fourth speed gear 10, which are also not adjacent to each other in the gear stage, are interposed between the two.

Further, there is a 1-speed gear between the first speed gear 6 and the third speed gear 7 on the first input shaft 1, and between the second speed gear 9 and the fourth speed gear 10 on the second input shaft 2.
-3 gear selection member 11 and 2-4 gear selection member 1
2 are slidably spline-fitted to each other, and furthermore, a reverse gear selection member 13 is spline-fitted to the side of the reverse gear 8 on the first input shaft 1. And these gear selection members 11,
12 and 13 are slid on the first or second input shafts 1 and 2 by the operation of hydraulic gear switching actuators 14, 15, and 16, and are connected to transmission gears located on the sides of the slides. Then, the gear is brought into a transmission state with respect to the first input shaft 1 or the second input shaft 2. That is, when the 1-3 gear switching actuator 14 is actuated by the hydraulic pressure introduced from the 1st speed oil passage 17, the 1-3 gear selection member 11 puts the 1st speed gear 6 into the transmission state, and similarly the actuator 14 When the third speed gear 7 is operated by the hydraulic pressure introduced from the third speed oil passage 18, the third speed gear 7 becomes in a transmission state. Further, when the 2-4 gear switching actuator 15 is actuated by the hydraulic pressure introduced from the 2nd gear oil passage 19, the 2-4 gear selection member 12 selects the 2nd gear 9
When the actuator 15 is operated by the hydraulic pressure introduced from the fourth gear oil passage 20, the fourth gear 10 is brought into the transmitting state. Further, when hydraulic pressure is introduced into the reverse gear switching actuator 16 from the reverse oil passage 21, the reverse gear 8 is brought into a transmission state via the reverse gear selection member 13. Here, the shift rods 14a, 15a, 16a that slide the gear selection members 11, 12, 13 in each of the actuators 14, 15, 16, respectively, have the corresponding gear selection members in the neutral position, when hydraulic pressure is not introduced to the actuators. That is, a pair or one spring member 14b, 15b, 16b is respectively attached to hold the spring member in a position where it is not connected to any of the speed change gears.

Further, the first clutch 3 provided between the engine output shaft B and the first input shaft 1 has a first clutch actuator 22 connected to a first clutch oil passage 23.
is connected via the lever 24 when hydraulic pressure is introduced from the engine output shaft B and the second input shaft 2
The second clutch 4 provided between the second clutch actuator 25 and the second clutch oil passage 2
When hydraulic pressure is introduced from 6, the connection is made via lever 27. And these clutches 3 and 4
are held in the disconnected state by spring members 28 and 29 attached to levers 24 and 27, respectively, when hydraulic pressure is not introduced to the corresponding actuators 22 and 25, respectively.

Furthermore, the engine output shaft B is connected to an oil pump 3.
0 is driven, and the working oil discharged from the pump 30 is set to a constant pressure by a pressure regulating valve 31 and then sent to the main oil passage 32.
Further, the output shaft 5 drives a differential device C via an output gear 33, and the output of the device C drives a pair of left and right front wheels (or rear wheels), not shown.

Next, referring to FIG. 2, the configuration of the control section for the mechanical components described above will be explained. Working oil discharged from the oil pump 30 and kept at a constant pressure by the pressure regulating valve 31 passes through the main oil passage 32. It is introduced into the shift valve 34. The shift position of the shift valve 34 is selected by manual operation using the shift lever 35, and the accompanying movement of the spool 34a blocks the main oil passage 32 in the P (parking) range and the N (neutral) range. , D(1
The main oil passage 32 is communicated with the forward oil passage 36 in the 3 (automatic transmission between 1st and 3rd speed) ranges and the 2 (automatic transmission between 1st and 2nd speed) ranges. Furthermore, in the R (reverse) range, the main oil passage 32 is made to communicate with the reverse oil passage 37. Furthermore, the movable contact 38a of the shift switch 38 moves due to the movement of the spool 34a. This switch 38 has fixed contacts R', N',
D', 3', 2', and when the movable contact 38a comes into contact with one of them, a shift position signal indicating the position of the shift valve 34 or shift lever 35 is generated.
Output Qa.

The forward oil path 36 is branched into a 1-3 speed oil path 39 and a 2-4 speed oil path 40, and the former oil path 39 is guided to a 1-3 switching solenoid valve 41. By the operation of the valve 41, the first speed oil passage 17 or 3 is opened.
The latter oil passage 40 is guided to a 2-4 switching solenoid valve 42, and the operation of the valve 42 causes the oil passage 19 for 2nd speed or the 4th speed oil passage to be selectively communicated. 20. Further, the above-mentioned retreating oil passage 37 becomes the above-mentioned retreating oil passage 21 via the one-way throttle valve 43.

Further, the forward oil passage 36 and the backward oil passage 37
A clutch oil passage 46 is branched from the first clutch oil passage 47 through check valves 44 and 45, respectively, and is branched into a first clutch oil passage 47 and a second clutch oil passage 48, the former of which is connected to a first clutch solenoid valve 49. The latter becomes the aforementioned first clutch oil passage 23 via the second clutch solenoid valve 50, and the latter becomes the aforementioned second clutch oil passage 26 through the second clutch solenoid valve 50.

Therefore, the 1-3 switching solenoid valve 41, the 2-4 switching solenoid valve 42, the first clutch solenoid valve 49 and the second
The clutch solenoid valve 50 is connected to the shift switch 38.
Shift position signal Qa from the accelerator opening sensor 51, accelerator opening signal Qb from the accelerator opening sensor 51, vehicle speed sensor 5
Gear switching signals Q 1 , Q ₂ are output from the controller 54 based on the vehicle speed signal Qc from 2 and the engine rotation signal Qd from _the engine rotation sensor 53.
and clutch connection signals Q ₁ ′ and Q ₂ ′, respectively. In other words, the 1-3 switching solenoid valve 41 communicates the 1-3 speed oil passage 39 with the 1-speed oil passage 17 when the gear switching signal Q ₁ is not output, but the signal Q ₁
When the gear switching signal Q2 is not output, the oil passage 39 is communicated with the 3rd speed oil passage 18, and the 2-4 switching solenoid valve 42 communicates with the 2nd-4th gear oil passage 40 when the gear switching signal _Q2 is not output.
is communicated with the 4th gear oil passage 20, but the signal
When Q ₂ is output, the above oil passage 40 is connected to 2nd speed oil passage 1.
Connect to 9. Further, when the clutch connection signal Q ₁ ' is output, the first clutch solenoid valve 49 connects the first clutch oil passages 47 and 23, and when the clutch connection signal Q ₂ ' is output, the second clutch solenoid valve 49 connects the first clutch oil passages 47 and 23. A solenoid valve 50 connects the second clutch oil passages 48 and 26.

Here, the overall operation of the speed change control by the controller 54 will be explained according to the flowchart of FIG. 3.

First, the controller 54 reads the shift position signal Qa from the shift switch 38 in steps _S1 to _S3 , and determines whether the shift position indicated by the signal Qa, that is, the range, is the N range, and if it is not the N range. Determine whether or not it is in the R range. In the case of N range, no special control operation is performed,
In the case of the R range, it is determined in step _S4 whether or not the accelerator pedal has been depressed, and when the accelerator pedal has been depressed, start control is performed in step _S5 . This control is based on the output of the first clutch connection command, that is, the first
First clutch connection signal to clutch solenoid valve 49
This is done by the output of Q ₁ ′ (Q ₁ ′→ON). In that case, in the R range, from the shift valve 34 to the reverse oil path 3
Reverse gear switching actuator 1 via 7, 21
Since oil pressure is being supplied to the engine 6, the first input shaft 1 is connected to the engine output shaft B by the output of the signal Q ₁ ', and the reverse gear 8 becomes in a state of transmitting power. If it is determined in step _S6 that the start of the vehicle in reverse is completed, this control ends.

On the other hand, if the range is a forward range such as D, 3, 2, etc., the controller 54 in step _S7
A connection command for the first and second speed gears 6 and 9 is output. This command does not output the switching signal Q 1 to the 1-3 switching solenoid valve 41, and outputs the switching signal Q ₁ to the 2-4 switching solenoid valve 4.
2 is performed by outputting a switching signal Q ₂ (Q ₁ → OFF, Q ₂ → ON), which causes the first speed gear 6 to be connected to the first input shaft 1 and the second speed gear 9 to be connected to the first input shaft 1. Secondly, they are respectively connected to the dominant shaft 2. Then, in steps _S8 and _S9 , the vehicle speed is measured to determine whether or not the vehicle is stopped, and if the vehicle is stopped, start control is performed at first speed. That is, step S ₁₀
When it is determined that the accelerator pedal has been depressed, in step _S11 , the first clutch solenoid valve 4 is activated.
9 to output the first clutch connection signal Q ₁ '→ _ON ). As a result, the first input shaft 1 is connected to the engine output shaft B, power is transmitted from the first input shaft 1 via the first speed gear 6, and the gear stage becomes the first speed. And step S ₁₂
This start control ends when it is determined that the start is complete.

If the vehicle is not stopped, it is determined in step _S13 to which of the preset driving zones the current driving state belongs based on the accelerator opening degree and the vehicle speed, and in steps _S14 and S ₁₅ , the current gear position (gear position) and the shift position (range) indicated by the signal from the shift switch 38 are read.

Then, in steps _S16 to _S20 , it is determined whether the current driving zone is a zone in which gear change control should be performed, depending on the range. In other words, in the case of range, all zones, in the case of 3 range, in the 1st to 3rd speed zones excluding the top (4th speed) zone, and in the case of 2 range, in the 1st and 2nd speed zones, excluding the top zone and 3rd speed zone, Step _S21 and subsequent gear change control are performed respectively.

In this shift control, first, it is determined in step _S21 whether or not the vehicle has stopped, and if the vehicle has stopped, it is determined in step S21.
At _S22 , first and second clutch connection signals are sent to the first clutch solenoid valve 49 and the second clutch solenoid valve 50.
A first and second clutch disconnection command is output that does not output either Q ₁ ′ or Q ₂ ′ (Q ₁ ′, Q ₂ ′ → OFF). As a result, the first and second input shafts 1 and 2 and the engine output shaft B are disconnected, and the transmission is placed in a neutral state.

On the other hand, if it is not stopped, in step _S23 ,
It is determined whether the current gear position (gear position) matches the driving zone determined in step _S13 above. If they do not match, that is, if the gears should be changed, then in step _S24 , a gear switching operation, that is, a coupling disconnection operation of either gear to the first input shaft 1 or the second input shaft 2 is performed. If this action is not performed,
At step _S25 , a clutch engagement/disengagement command is output.

First, when changing gears from 1st to 2nd speed, this command is given by the first command output at step _S11 above.
The output of the connection signal _Q1 ' to the clutch solenoid valve 49 is stopped ( _Q1 '→OFF), and the second clutch solenoid valve 5 is
Output connection signal Q ₂ ′ for 0 (Q ₂ ′→ON)
This is done by (see the upper part of the box in step S ₂₅ ). In this case, the _first and second
Since the speed gears 6 and 9 are connected to the first and second input shafts 1 and 2, respectively, by switching the outputs of the first and second clutch connection signals Q ₁ ′ and Q ₂ ′, the second
Power is transmitted via the input shaft 2 and the second speed gear 9, and the gear stage is switched from the first speed to the second speed.

To shift from 2nd to 3rd speed, the first clutch connection signal Q ₁ ' is output (Q ₁ '→ON) and the output of the second clutch connection signal Q ₂ ' is stopped (Q ₂ '→ON). OFF)
This is done by (see the middle row inside the box in step S ₂₅ ). In this case, the first speed gear 6 is separated from the first input shaft 1 and the third speed gear 7 is connected to the first input shaft 1 during running in the second speed by gear switching control to be described later. 1st and 2nd clutch connection signal
By switching the outputs of Q ₁ ′ and Q ₂ ′, power is transmitted via the first input shaft 1 and the third speed gear 7, and the gear stage is changed from second speed to third speed.

Furthermore, when shifting from 3rd gear to 4th gear, the output of the first clutch connection signal Q ₁ ′ is stopped (Q 1 ′ → OFF), and the output of the 2nd clutch connection signal Q 1 ′ is stopped (Q ₁ ′ → OFF).
This is done by outputting the clutch connection signal Q ₂ ′ (Q ₂ ′ → ON) (see the lower part of the box below in step S ₂₅ ).
In this case, the second speed gear 6 is separated from the second input shaft 2 and the fourth speed gear 10 is connected to the second input shaft 2 during running in the third speed due to the gear cutting control. 1. By switching the output of the second clutch connection signals Q ₁ ′ and Q ₂ ′, power is transmitted via the second input shaft 2 and the fourth gear 10, and the gear stage changes from 3rd to 4th gear. It switches quickly.

On the other hand, if it is determined in step _S23 that the gear position and the zone match, step
In _S26 , it is determined whether the gear position is the same as in the previous control cycle, and if it is not the same, that is, when a gear change is performed,
In step _S27 , after confirming that the clutch connection/disconnection control in step _S25 has been completed, proceed to step S27.
Performs gear switching control using _S28 . In other words, when shifting from 1st gear to 2nd gear, step S ₇
By outputting the gear switching signal Q ₁ which was set as non-output (Q ₁ → ON), the third gear 7 is switched to the first
Connect to input shaft 1 (see step _S28 , top box). As a result, the next time the first clutch 3 is connected, the gear stage is switched to third speed.

Furthermore, when the shift from 2nd speed to 3rd speed is performed, the output of the gear switching signal Q ₂ output in step S ₇ is stopped (Q ₂ → OFF), and the 4th speed gear 10 is switched to the second input shaft. 2 (see the bottom row of 〓 in Step _S28 )). Therefore, the next time the second clutch 4 is connected, the gear stage is switched to the fourth gear.

The above explanation is for the case where the gear is shifted up, but when the gear is shifted down,
After gear switching control is performed while the vehicle is running at a constant speed, gear changes are performed by intermittent control of the first and second clutches 3 and 4.

As will be described later, when controlling the speed change by engaging and disengaging the first and second clutches 3 and 4 in step _S25 , when the clutch to be disengaged is in a half-clutch state, the other clutch is engaged. is about to start.

Next, specific operations under the above control will be explained in more detail based on FIGS. 4 to 7.

First, when the shift lever 35 is located in the N range when the vehicle is stopped, the main oil passage 32 to which operating oil is supplied from the oil pump 30 is blocked at the shift valve 34, so that each gear switching actuator 14, 15 , 16 and each clutch actuator 22, 25, hydraulic pressure is not introduced to any of them. Therefore, each gear selection member 11, 12,
13 are spring members 14b, 15b, 16, respectively.
b, the clutch is held at a neutral position where it is not connected to any transmission gear, and both the first clutch 3 and the second clutch 4 are in a disengaged state.

From this state, move the shift lever 35 to the
When placed in the range, the main oil passage 32 communicates with the forward oil passage 36 at the shift valve 34, and at the same time,
Based on the shift position signal Qa from the shift switch 38 indicating that the D range has been entered, a gear switching signal Q ₂ is outputted from the controller 54 to the 2-4 switching solenoid valve 42 . Therefore, the electromagnetic valve 42 connects the 2nd-4th gear oil passage 40 to the 2nd gear oil passage 19. Also, at this point, the gear switching signal Q ₁
is not output, so the 1-3 switching solenoid valve 41 is
- The third speed oil passage 39 is in communication with the first speed oil passage 17. Therefore, the hydraulic oil supplied from the oil pump 30 to the main oil path 32 is branched from the forward oil path 36 into the 1st-3rd speed oil path 39 and the 2nd-4th speed oil path 40, and then is transferred to the 1st-3rd speed oil path 39 and the 2nd-4th speed oil path 40, respectively. 1-3 switching solenoid valve 4
1 and 2-4 switching solenoid valve 42 to 1st speed oil passage 1
It flows into the 7th and 2nd speed oil passages 19. This results in
The 1-3 gear switching actuator 14 and the 2-4 gear switching actuator 15 operate, and the 1st speed gear 6 and the 2nd speed gear 9 are switched through the 1-3 gear selection member 11 and the 2-4 gear selection member 12, respectively. The first input shaft 1 and the second input shaft 2 are in a transmission state.

Thereafter, when the accelerator pedal is depressed to start the automobile, the controller 54 outputs the first clutch connection signal Q ₁ ' based on the signal Qb from the accelerator opening sensor 51. This signal _Q1 ' causes the first clutch solenoid valve 49 to close the first clutch oil passage 4.
7 and 23 are communicated with each other, hydraulic pressure is introduced from the forward oil passage 36 to the first clutch actuator 22 via these oil passages 47 and 23, and the first clutch actuator 22
is connected. As a result, the output of the engine A is transmitted from the engine output shaft B to the first input shaft 1 via the first clutch 3, and further via the first speed gear 6, which is already in the transmission state as described above. It reaches the output shaft 5 and rotates the drive wheels via the differential device C.

After the automobile starts in the first gear state in this manner, when the vehicle speed gradually increases, the controller 54
are the accelerator opening signal Qb and vehicle speed signal input from the accelerator opening sensor 51 and vehicle speed sensor 52
Based on Qc, a shift command to the second speed is output according to a preset shift pattern. This shift command to the second speed is given by the first clutch connection signal.
This consists of stopping the output of Q ₁ ' and starting output of the second clutch connection signal Q _{2 '} . -Sub blue when shifting to 2nd gear-
This will be explained in conjunction with the time chart of FIG. 6.

That is, first, after stopping the output of the first clutch connection signal _Q1 ' (step _S31 ), at a certain reference time _t1 , the actual engine rotational speed between the previous time _t0 and _t1 is changed. The rate of change of the speed is determined (steps S ₃₂ , S ₃₃ ), and based on this the rate of change is calculated for a certain period of time (Δt seconds).
The predicted engine rotational speed V' at a later time _t2 is calculated (step _S34 ). Then, at time t ₂ after a certain period of time, the predicted engine rotation speed is
V' and the actual engine rotational speed V at that time are compared and determined (steps _S35 to _S37 ). This is repeated periodically, and when the difference ΔV between both speeds V and V' exceeds a preset value, in other words, when the engine speed shows an unexpected sudden change, the second clutch is connected. A signal Q ₂ ' is output (step _S38 ).

Due to the above-described operation of the controller 54,
In the transmission, first the first clutch connection signal
By stopping the output of _Q1 ', the first clutch solenoid valve 49
blocks the first clutch oil passages 47, 23, and the first
The supply of hydraulic pressure to the clutch actuator 22 is stopped. Therefore, as shown in Fig. 7, the first clutch 3 gradually decreases the transmitted torque from the connected state and shifts to the disengaged state, but if it becomes a half-clutch state in the middle of this process, the engine rotational speed suddenly increases, for example. It shows discontinuous changes without smoothness. Then, when the controller 54 detects this discontinuous change according to the above procedure and outputs the second clutch connection signal Q ₂ ',
The second clutch solenoid valve 50 is connected to the second clutch oil passage 4.
8 and 26 to start supplying hydraulic pressure to the second clutch actuator 25. Therefore, the seventh
The second clutch 4 is in the disconnected state as shown in the figure.
The transmitted torque gradually increases and a connected state is reached.
In this way, the first clutch 3 and the second clutch 4 are switched, and the output of the engine A is transmitted from the engine output shaft B to the second clutch 4, to the second input shaft 2, and as described above, is already in the transmission state. The signal is transmitted to the output shaft 5 via the second speed gear 9, which puts the transmission in the second speed state.

In this case, the timing at which the second clutch 4 starts to engage is when the first clutch 3 reaches the half-clutch state after the first clutch 3 starts to disengage. Moreover, even if the manner in which the transmitted torque changes when the first clutch 3 changes from the connected state to the disengaged state due to various factors, an appropriate clutch switching timing can always be obtained.

Thereafter, the controller 54 outputs the 1-3 gear switching signal Q ₁ at a predetermined time during second speed running, and the third speed gear 7 replaces the first speed gear 6 and is transmitted to the first input shaft 1. state. Thereafter, the outputs of the clutch connection signals Q ₁ ', Q ₂ ' are switched, the second clutch 4 is disconnected, and the first clutch 3 is connected. As a result, the gear is shifted from the second speed to the third speed. Similarly, after the fourth speed gear 10 becomes a transmission state instead of the second speed gear 9 during third speed running, the first clutch 3 is disengaged again, the second clutch 4 is connected, and the third 4th gear. When switching the first and second clutches 3 and 4 during each gear shift, the steps shown in FIG.
As the clutch engagement/disengagement control subroutine in _S25 , the same control as in the case of the above-mentioned 1-2 shift shown in FIG. 5 is performed, and the clutch is switched at the optimum timing during any shift. The same applies to downshifting.

As described above, according to the present invention, in a compound clutch type multi-stage gear transmission, the clutch switching operation during each gear shift is performed regardless of the wear condition of the clutch, the operating speed of the actuator for actuating the clutch, the operating condition of the engine, etc. It will always be done at the most appropriate timing. This prevents the double locking of the clutch during gear shifting, the occurrence of shock, engine stalling, engine racing, etc., and improves the drivability of the transmission or the vehicle equipped with it.

[Brief explanation of the drawing]

The drawings show an embodiment of the present invention; Fig. 1 is a configuration diagram of the mechanical part, Fig. 2 is a circuit diagram of the control part, Fig. 3 is a flowchart showing the overall operation, and Fig. 4 is a FIG. 5 is a flowchart showing the operation of the main parts, FIG. 6 is an explanatory diagram of the main parts, and FIG. 7 is an explanatory diagram showing changes over time in the operation diagram. 1, 2...Input shaft, 3, 4...Clutch, 5...
...Output shaft, 6, 7, 8, 9, 10...Speed gear,
22, 25...clutch actuator, 53...
...Engine rotation sensor, 54...Controller,
A...engine, B...engine output shaft.

Claims (1)

[Claims] 1 A plurality of input shafts, the same number of clutches as the input shafts for respectively connecting each input shaft to the engine output shaft, and the same number of transmission gear groups as the input shafts for respectively connecting each input shaft to the output shaft. In a composite clutch type multi-stage gear transmission, in which the set of transmission gears for each input shaft is constituted by transmission gears that are not adjacent to each other in the gear stage, a clutch for intermittent operation of each of the clutches. The same number of clutch actuators, an engine rotation sensor that detects the engine rotation speed, and a clutch disengagement signal are output to the actuator of the clutch that is in the transmission state during gear shifting, while the clutch actuator outputs a clutch disconnection signal to the clutch actuator that is in the transmission state during gear shifting. A comparison judgment is periodically made between the calculated predicted engine rotation speed after a certain period of time and the measured engine rotation speed after the specified period of time, and when the difference exceeds a set value, the actuator of the clutch that is in the non-transmission state is 1. A clutch control device for a composite clutch type multi-stage gear transmission, comprising: a controller that outputs a clutch connection signal.