JPH0514136B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a clutch control device in a multi-gear transmission, and more particularly to a clutch control device in a multiple-clutch multi-gear transmission having a plurality of clutches.

The most common multi-gear transmission for automobiles is a synchronized mesh transmission, which is classified as a countershaft type transmission. This type of transmission consists of an input shaft that is connected to the engine crankshaft via a clutch, and a multi-stage gear group for connecting the input shaft to the output shaft. When changing the meshing of gears, it is necessary to disconnect the clutch each time and disconnect the input shaft from the engine crankshaft, and each time the clutch is disconnected, the accelerator pedal must be released. the engine throttle valve must be closed. This not only complicates operation in the case of manual transmission, but also poses an obstacle when applying this type of transmission to an automatic transmission. Gear transmissions suitable for automatic transmissions include those that have a plurality of gear trains that are always in mesh, and any one of these gear trains can be selected by operating a clutch or brake. This type of transmission using a planetary gear mechanism is widely used in automatic transmissions. However, planetary gear mechanisms have disadvantages in terms of weight and efficiency, and require the use of a torque converter for use in automatic transmissions.

Among countershaft type transmissions, there is also known a type of transmission in which it is not necessary to close an engine throttle valve each time the meshing is changed. In other words, the transmission described on page 15 of the March 29, 1980 issue of the magazine "AUTO CAR" or the transmission described in Japanese Patent Application Laid-Open No. 56-94050 consists of two coaxially arranged Each input shaft is connected to a crankshaft serving as an engine output shaft by a separately provided clutch, and one input shaft has first and third speed gears. , and the other input shaft is provided with 2nd speed and 4th speed change gears, for example, one input shaft is connected to a crankshaft, and the speed change gears on that shaft, such as 1st speed or 3rd speed change gears, are in mesh with each other. In this state, the clutch of the other input shaft is disengaged, during which time the transmission gear on this input shaft, for example, the 2nd or 4th gear, is completely engaged, and then at an appropriate time the clutch of the other input shaft is disconnected. The input shaft clutch is disconnected,
The configuration is such that the clutch of the other input shaft is connected. Theoretically, the number of input shafts is not limited to two, but may be three or more.
In that case, the same number of clutches as the input shafts are provided, and the speed change gears provided on each input shaft are
It is sufficient that the gears are not adjacent to each other in the gears.

The present invention provides a shift control method for the above-mentioned type of transmission, that is, a compound clutch type gear transmission, by which the clutch can be smoothly switched at the time of upshifting, and the shift shock at this time can be made as small as possible. The purpose is to

The speed change control method for a compound clutch type gear transmission according to the present invention includes a plurality of input shafts, the same number of clutches as the input shafts for connecting each of the input shafts to an engine output shaft, and an output shaft for each of the input shafts. one or more sets of transmission gears associated with each input shaft for driving connection to the shaft, each set of transmission gears comprising transmission gears that are not adjacent to each other in a gear position;
Automatic start and stop control is carried out by turning on and off the clutch on the input shaft side where the start speed change gear is provided, while at least controlling both clutches according to a plurality of shift points preset based on the vehicle speed and engine load. In the compound clutch type gear transmission, the above-mentioned compound clutch type gear transmission executes a speed change control in which the above-mentioned speed change gears are gradually changed over at the same time, and the above-mentioned speed change gears are changed according to a gear change point set in advance outside of this change operation range. This is a shift control method in which the gears are operated by switching between engagement and engagement of both clutches, and when a shift command is issued to shift up the gear to a higher gear according to the shift point, the clutch on the non-power transmitting side of the two clutches (from now on, the clutch on the non-power transmitting side The clutch (which transmits the clutch) is engaged at the first connection speed, the clutch is in a half-connected state from the time of the shift command, and after the first period of applying a load to the engine has elapsed, the engagement speed of the clutch is changed to the change to a second connection speed that is slower than the first connection speed, and disengage the internal power transmission side clutch of both clutches (the clutch that was transmitting power until then);
Then, after the elapse of a second period from the elapse of the first period until the disengagement operation of the power transmission side clutch is completed, the connection speed of the non-power transmission side clutch is changed from the second connection speed to the second connection speed. 1 connection speed, and further, after disengaging the clutch on the power transmission side, the clutch on the non-power transmission side is varied so that the speed becomes faster as the accelerator opening is larger, at least for part of the second period. The clutch is characterized in that the clutch is engaged at a controlled speed.

The actuating means for actuating the clutch may be, for example, a hydraulic actuator, and the first connection speed and second connection speed of the clutch connection can be obtained by controlling the supply oil pressure or the pressure on the drain side. I can do it. The passage of the first period may be determined by the passage of a predetermined period of time or by the start of a decrease in the engine speed. When a certain period of time is determined in advance, it is preferable that the period of time is changed depending on the engine output.

According to the present invention having the above configuration, the time required for both clutches to operate together and apply a load to the engine can be shortened by setting the clutch connection speed to the first speed (fast). By setting the clutch connection speed to the second speed (slow) when a load is applied to the engine, a rapid drop in engine speed accompanied by shock due to sudden load changes is prevented, and the clutch is fully engaged after the engine speed drops. The time required to reach this state can be shortened by setting the clutch connection speed to the first speed. Therefore, occurrence of shift shock can be prevented and upshifts can be performed in a short time.

According to the present invention, when the clutch on the power transmission side is disengaged during an upshift operation, the clutch on the non-power transmission side is already in a half-engaged state, and a moderate load is applied to the engine. Therefore, when the engine speed decreases by an amount corresponding to the shift up, disengaging the clutch on the power transmission side and fully engaging the clutch on the non-power transmission side will prevent the abnormal increase in engine speed. This avoids the occurrence of large shocks during the subsequent process of completely connecting the clutch on the non-power transmission side.

Furthermore, in the method of the present invention, after the power transmission side clutch is disengaged, the non-power transmission side clutch is variably controlled for at least part of the second period so that the higher the accelerator opening, the faster the clutch is operated. Since the clutch is engaged at the specified clutch engagement speed, when the first and second periods are set as described above to perform upshifting, the non-power transmission side clutch is activated when the engine speed suddenly increases. The clutch is connected quickly, so that the engine speed that dropped in the first period does not increase significantly, and when the engine speed increases slowly, the clutch is connected slowly and smoothly, so the clutch is always engaged. The synchronization between the engine and the gear transmission becomes more precise, and the shifting shocks can be kept extremely low. Furthermore, in the method of the present invention, control for reducing shift shock is performed only by controlling clutch engagement speed, so that control for reducing shift shock is performed in addition to control of clutch engagement speed. Compared to the case where these steps are executed together, it can be implemented using a relatively simple hydraulic circuit and control means.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic diagram showing the entire transmission, in which a first input shaft 2 and a second input shaft 3 are rotatably arranged on a drive shaft 1b extending from a crankshaft 1a of an engine 1, and these input shafts are rotatably arranged. An output shaft 4 is provided parallel to the shafts 2 and 3. The first input shaft 2 is connected to the first clutch 5
Accordingly, the second input shafts 3 are respectively coupled to the engine drive shafts 1b by means of second clutches 6. The first clutch 5 is preferably a dry clutch with a large torque transmission capacity;
In order to control the connection and disconnection of the first clutch 5, a first clutch operating lever 7 is provided.
The operating lever 7 is actuated by a hydraulic first clutch actuator 8, which actuates the first clutch 5 in the connecting direction when fluid pressure is supplied to the clutch actuator 8. The second clutch 6 is preferably a relatively small wet type clutch, and a second clutch operating lever 9 is provided to control the engagement and engagement of the second clutch 6. The operating lever 9 is actuated by a second hydraulic actuator 10, and when fluid pressure is supplied to the actuator 10, the operating lever 9 actuates the second clutch 6 in the connecting direction.

On the first input shaft 2, there is a drive gear 11 for the first speed.
Drive gears 11a and 12a for third speed are rotatably arranged, respectively.
a is meshed with first speed and third speed driven gears 11b and 12b, which are provided in fixed relation to the output shaft 4, respectively. Further, a reverse drive gear 13a is rotatably arranged on the first input shaft 2, and this gear 13a meshes with a reverse driven gear 13b on the output shaft 4 via an intermediate gear 13c. A second speed drive gear 14a and a fourth speed drive gear 15a are rotatably arranged on the second input shaft 3, and these gears 14a and 15a are connected to the output shaft 4.
They mesh with the upper second speed driven gear 14b and the fourth speed driven gear 15b, respectively.

A transmission hub 16 is provided on the first input shaft 2 between the gears 11a and 12a. This hub 16
is spline-engaged with the first input shaft 2 and rotates together with the first input shaft 2, but is arranged so as to be movable in the axial direction. At both ends of the hub 16, there are meshing teeth 17 that mesh with meshing teeth 17a and 18a formed on the hub portions of the gears 11a and 12a, respectively.
b, 18b are formed, and by moving the hub 16 along the first input shaft 2, the hub 16 is engaged with either of the gears 11a, 12a, and the first input shaft 2 is moved between the gears 11a, 12a. Can be combined on one side. In order to operate the gear shifting hub 16,
A shift fork 19 is provided, and this shift fork 19 is connected to the piston 2 of the first shift cylinder 20.
It is coupled to 0a. Similarly, on the second input shaft 3, the transmission hub 1 is disposed between the gears 14a and 15a.
A shift hub 21 having the same configuration as that of 6 is disposed, and this hub 21 is actuated by a piston 23a of a second shift cylinder 23 via a shift fork 22. A shift hub 24 for the reverse gear 13a is further provided on the first input shaft 2, and this hub 24 is operated by a piston 26a of a third shift cylinder 26 via a shift fork 25.

An output gear 27 is further provided on the output shaft 4, and this output gear 27 meshes with an input gear 28a of a differential gear 28. An oil pump 29 is provided at the end of the drive shaft 1b.
The hydraulic fluid discharged from the pressure regulator 30
It is sent to the pressure line 31 through the.

FIG. 2 shows a hydraulic circuit for shift control. In order to control the supply of hydraulic pressure to the first shift cylinder 20, the first shift solenoid valve 32 controls the supply of hydraulic pressure to the second shift cylinder 23. 2nd to control supply
A speed change solenoid valve 33 is provided. The first speed change solenoid valve 32 consists of a valve hole 32a and a plunger 32b that slides inside the valve hole 32a, and a port 32c connected to the forward pressure line 34 is formed near the center of the side of the valve hole 32a. On both sides of the port 32c, there are cylinders 2 on both sides of the piston 20a.
Ports 32d and 32e are formed which communicate with 0, respectively. The plunger 32b moves the port 32c to the port 32d by moving in the axial direction.
Or connect to one side of 32e. Plunger 32b
is pushed in one direction by a spring 32f, and in that position, the port 32c is connected to the port 32d, and the piston 20a moves the first speed gear 11a to the first
It is held in a position where it is connected to the input shaft 2. Solenoid valve 3
When an antimagnetic current is applied to the plunger 32
b is moved against spring 32f, and port 32c
is connected to port 32e. In this position, the piston 20a is moved in the opposite direction and the third gear gear 1
2a is coupled to the first input shaft 2. The second shift solenoid valve 33 has the same configuration as the first shift valve 32, and corresponding parts are indicated with the same suffixes. When the electromagnetic valve 33 is not excited, the port 33c communicates with the port 33d, and the fourth speed gear 15a is coupled to the second input shaft 3. Solenoid valve 33
When energized, the port 33c communicates with the port 33e, and the second speed gear 14a is coupled to the second input shaft 3.

In order to control the engagement and disengagement of the clutches 5 and 6, the first
A control solenoid valve 35 and a second control solenoid valve 36 are provided. The first control electromagnetic valve 35 includes a valve hole 35a and a plunger 35b, and a port 35c communicating with a cut valve 37 that functions as a pressure regulating valve is formed on the side of the valve hole 35a. This cut valve 37 will be explained in detail later. Further, a port 35d is formed in the valve hole 35a, and this port 35d is connected to one pressure receiving surface 8a of the first actuator 8 for actuating the first clutch through a passage 38.
It communicates with the side. A spring 35e is disposed at one end of the plunger 35b, and the spring 35e pushes the plunger 35b toward the one end so that the port 35
Cut off the communication between c and 35d. When the solenoid valve 35 is excited, the plunger 35b is moved against the spring 35e, and the ports 35c and 35d are brought into communication.

The second control solenoid valve 36 is the first control solenoid valve 35
It has the same configuration as , and the same parts are indicated with the same suffixes. The port 36c is the cut valve 3
7, and the port 36d is connected to one pressure receiving surface 10a of the second actuator 10 for actuating the second clutch by a passage 38a.

The cut valve 37 includes a valve hole 37a and a plunger 37b, and a port 37c communicating with the pressure line 34a is formed on the side of the valve hole 37a. Furthermore, a port 37d is formed in the valve hole 37a, and this port 37d is connected to the first control solenoid valve 35.
The port 35c of the valve hole 35a and the port 36c of the valve hole 36a of the second control solenoid valve 36 are in communication. A spring 37e is attached to one end of the plunger 37b.
is arranged, and the plunger 37b is pushed toward the other end by the spring 37e, thereby communicating the ports 37c and 37d. When the cut valve 37 is energized, the plunger 37b is moved against the spring 37e, and communication between the ports 37c and 37d is cut off.

A reverse pressure line 39 is connected to the third shift cylinder 26 for reverse control, and this line 3
9 is provided with a check valve 40 with an orifice. This check valve 40 is closed when hydraulic pressure is supplied to the cylinder 26 and hydraulic pressure is conducted through its orifice, but is opened when hydraulic pressure is removed from the cylinder 26. A pressure line 31 from the oil pump 29 is connected to lines 34 and 39 via a shift valve 41.
When is in the D, 3, or 2 position, the line 31 is connected to the line 34, and when it is in the R position, the line 31 is connected to the line 39.

Reference numeral 42 indicates a control circuit constituted by, for example, a microcomputer, and this control circuit 42
A shift valve position detector 43, a vehicle speed sensor 44, and an engine load sensor 45 are connected to. The control circuit 42 receives a shift valve position signal S1 from a shift valve position detector 43, a vehicle speed signal S2 from a vehicle speed sensor 44, and an engine load signal S3 from an engine load sensor 45,
According to these signals S1, S2, and S3, the solenoid valves 32,
33, 35, 36 and the supply of current to the solenoid of the cut valve 37.

FIG. 3 is a chart showing an example of the shift-up control of the transmission explained above.
The currents to the control solenoid valves 35 and 36 are Q ₁ and Q ₄ ,
Further, the currents flowing to the first and second speed change solenoid valves 32 and 33 are indicated by Q ₂ and Q ₃ , respectively. Also, the current to the cutoff valve 37 is indicated by _Q5 .

When the shift valve 41 is in the D, 2, or 3 position, oil pressure is applied to the lines 34 and 34a. However, when the accelerator pedal is not depressed while the vehicle is stopped, an excitation current _Q5 is applied to the cutoff valve 37 as shown in _e1 .
The valve 37 is closed. Therefore, solenoid valve 3
Pressure fluid is not supplied to the passages communicating with 5 and 36. Further, the excitation current Q ₁ given to the solenoid valve 35 is zero as shown by a ₁ in FIG.
No pressure is applied to the pressure receiving surface 8a of the clutch actuator 8, and the first clutch 5 is in a disengaged state. Similarly, the excitation current Q ₄ of the solenoid valve 36 is also zero, as indicated by d ₁ , and the second clutch 6 is also in the disconnected state. The first speed change solenoid valve 32 is supplied with an excitation current Q ₂ and is excited, so that the first speed drive gear 11 a is coupled to the first input shaft 2 . An excitation current Q ₃ is applied to the second speed change solenoid valve 33, and the second speed drive gear 14a is connected to the second input shaft 3.
is combined with

When the control circuit 42 is activated while the vehicle is stopped,
As shown in FIG. 5, the control circuit 42 first determines in step 1 whether or not the vehicle is to be started, and if the vehicle speed is zero, the process proceeds to step 2 as the next step for starting. here,
It is determined whether the shift valve 41 is in the R position. If the shift valve 41 is at a position other than the R position, the first speed and second speed gears are connected to the input shaft, respectively. Next, the position of the shift valve 41 is determined again, and if it is in one of the D, 3, and 2 positions, it is determined that the accelerator pedal is depressed. When the accelerator pedal is depressed to start the vehicle, an exciting current Q ₁ is applied to the solenoid valve 35 as shown by a ₂ , and the ports 35c and 35d communicate with each other.
At the same time, the excitation current of the cut valve 37 is cut off as shown by e ₂ , so that the line 34a is connected to the cut valve 3.
7 and a passage 38 via a solenoid valve 35. Therefore, the first clutch actuator 8 is
Hydraulic pressure is applied to the pressure receiving surface 8a and it is moved in the connection direction. During the connecting stroke of the first clutch 5, an exciting current Q ₅ is applied to the cut-off valve 37 as shown in FIG _.
given temporarily as shown in . Therefore, the pressure applied to the clutch actuator 8 is temporarily disconnected when the first clutch 5 is in the half-clutched state, and therefore the connecting operation of the first clutch 5 is temporarily interrupted. After that, the excitation current of the cut valve 37
When _Q5 is disconnected, the clutch actuator 8 is operated again and the connection of the first clutch 5 is completed. This clutch connection operation allows for a smooth start without any impact. After starting, if the vehicle speed drops below a certain speed, for example 10 km/h, due to stopping, a stop signal is issued and the first and second
The clutch is severed (Figure 5).

The shift operation of the transmission while the vehicle is running is determined and controlled as shown in FIG. 5 in accordance with the position of the shift valve. At the D position and the 3rd position, shift control is performed using a map-type vehicle speed table. FIG. 6 shows details of the control when a shift up command is issued by this shift control. For example, while driving in first gear, when a suitable speed is reached, the solenoid valve 36
As indicated by d ₂ , an excitation current Q ₄ is applied, and oil pressure is applied to the pressure receiving surface 10a of the actuator 10, so that the actuator 10 is moved in the connection direction to connect the second clutch 6 to the first connection. Start connecting at high speed. After a time t ₀ after the start of the connecting operation of the second clutch 6, the excitation current Q ₅ is intermittently applied to the cutoff valve 37 for a time t ₁ as indicated by e ₄ . At this time _t0 , the second clutch 6 is in a half-connected state, and the second clutch 6
The time at which the load starts to be applied via the clutch 6 may be predetermined, or alternatively, the engine speed may be detected and the time _{t 0} when the engine speed decreases during upshifting may be determined. It may be taken as the passage of time. In this case, steps 61 and 62 of the flowchart in Figure 6 are used to determine whether the engine speed has decreased, and if the answer is "Yes", proceed to the next step, and if the answer is "No", this judgment is repeated. good. Detection of this decrease in rotational speed is
For example, detect the gear ratio GR and vehicle speed V _sp , and calculate the engine speed E _sp using the formula E _sp = K x GR x V _sp (where K is a proportional constant depending on the tire diameter, final gear ratio, etc.) However, this can be done by detecting a decrease in the engine speed _Esp determined by this calculation.
Therefore, the second clutch actuator 10 engages the second clutch 6 at a second engagement speed that is slower than the first engagement speed during the time _t1 . On the other hand, after time t ₀ after the start of the connecting operation of the second clutch 6, that is, when the connecting operation of the second clutch 6 changes from the first connecting speed to the second connecting speed, the current applied to the solenoid valve 35 Q ₁ is cut as shown by a ₃ . Therefore, the supply of hydraulic pressure to the first clutch actuator 8 is cut off, and the first clutch 5 is disengaged by the action of the spring. This disengaging operation of the first clutch 5 occurs at the above-mentioned time t ₁
ie, while the second clutch 6 is being connected at a relatively slow second connection speed. After the disengaging operation of the first clutch 5 is completed, that is, after a time t ₁ , the second clutch actuator 10
then engages the second clutch 6 again at the first connection speed. As described above, it is possible to smoothly disconnect the first clutch 5 and connect the second clutch 6.

Here, as shown at 63 in the flowchart of FIG. 6, the second connection speed is not always constant, but is set to a speed proportional to the accelerator opening. In other words, the cut valve 37 receives the exciting current.
The duty ratio is controlled by Q ₅ (see Fig. 3 e ₄ ), and by changing this duty ratio, the connection speed of the second clutch 6 corresponds inversely to the degree of accelerator opening. will be lowered.
In other words, the larger the accelerator opening, the smaller the degree of reduction, and as a result, the connection speed of the second clutch 6 is variably controlled so that the larger the accelerator opening, the faster it becomes (see Figure 3). ). time t ₀
When the second clutch 6 is half-connected, a load is applied to the engine and the engine speed drops, but when the first clutch 5 is disengaged, the engine speed tries to rise again. While the engine speed is about to rise, the second clutch 6 is connected as described above at a second connection speed that is lowered in inverse proportion to the degree of accelerator opening. Naturally, the upward trend in the number is more rapid as the accelerator opening is greater. Therefore, as mentioned above, when the accelerator opening is large, the degree of decrease is small, so the second clutch 6 is connected quickly, and when the accelerator opening is small, the degree of decrease is large, so the second clutch 6 is connected relatively slowly. , the synchronization between the engine and the gear transmission becomes more precise, and the shifting shocks are kept even lower.

Note that the load sensor 45 generally includes a sensor that detects the throttle valve opening of the engine, so the accelerator opening can be detected from the load sensor 45.

In this way, running in the second gear is carried out, and at an appropriate point in the middle (second clutch actuator 10
By cutting off the excitation current Q ₂ to the solenoid valve 32 as shown by b ₂ after the elapse of time t ₂ from the time when the connection speed is restored to the first connection speed), the third A speed drive gear 12a is coupled to the shaft. Then, in the same manner, the second clutch 6 is disengaged (Q ₄ →d ₃ ) and the first clutch is connected (Q ₁ →d 3 ).
a ₄ ), or disconnect the first clutch 5 (Q ₁ →a ₅ ),
By connecting the second clutch 6 (Q ₄ →d ₄ ), a shift from the second gear to the third gear or from the third gear to the fourth gear takes place. The connection timing of the driving side clutch and the non-driving side clutch for this shift-up speed change control is the same as that for the shift-up from the first speed to the second speed, as shown by t ₀ and t ₁ .

The above-mentioned control of reducing the second engagement speed of the clutch on the non-power transmitting side in response to the magnitude of the accelerator opening may be performed at every upshift, but it is possible to reduce the second engagement speed of the clutch on the non-power transmitting side in reverse response to the magnitude of the accelerator opening. May be omitted in areas where there is no
In this embodiment, the above-mentioned control is not performed when shifting up from second speed to third speed, and the second connection speed of the non-power transmission side clutch (first clutch) is kept constant (see FIG. 6).

Next, downshift control in the transmission configured as described above will be explained with reference to FIGS. 4, 5, and 7.

While running in the fourth speed, as shown in FIG. 4, the excitation current Q ₁ given to the solenoid valve 35 is zero,
No pressure is applied to the pressure receiving surface 8a of the first clutch actuator 8, and the first clutch 5 is in the disconnected state. On the other hand, the electromagnetic valve 36 is supplied with an excitation current _Q4 and is in an excited state, and therefore, the pressure receiving surface 10a of the second clutch actuator 10 is supplied with hydraulic pressure, so that the second clutch 6 is in a connected state. 1st
Excitation currents Q ₂ and Q ₃ are not applied to the second speed change solenoid valves 32 and 33, and therefore the third speed drive gear 12a is coupled to the first input shaft 2, and the third speed drive gear 12a is connected to the first input shaft 2. A fourth speed drive gear 15a is coupled to the two input shafts.

When downshifting from 4th speed to 3rd speed, the control circuit 42 first determines whether or not a downshift from 4th speed to 3rd speed is to be performed, as shown in FIG. , in the case of YES, a second clutch disengagement command is issued. As a result, the solenoid valve 36
The excitation current _Q4 to the clutch is cut off, and therefore no oil pressure is supplied to the second clutch actuator 10, so that the second clutch 6 is disengaged. During the disengaging operation of the second clutch 6, the control circuit 42
It is detected whether the engine speed has increased by the amount of the downshift, and when the engine speed reaches a set value, a first clutch connection command is issued. As a result, an exciting current Q ₁ is applied to the solenoid valve 35, and the first
Pressure is applied to the pressure receiving surface 8a of the clutch actuator 8, and the first clutch 5 is engaged. According to the above method, when the clutch on the power transmission side is disengaged and the engine becomes unloaded, and the engine speed increases by an amount equivalent to the downshift, the non-power Since the clutch on the transmission side is connected, the engine speed does not drop abnormally during this switching, and accurate switching can be performed.

After disengaging the second clutch 6, the gear shift must of course be carried out even if the engine speed has not reached the set value. Therefore, in this embodiment, as shown in Fig. 7 64 and 65, if a predetermined time _t5 has elapsed after the command to disengage the second clutch 6 is issued, the engine speed has not reached the set value. A command to connect the first clutch 5 is issued even when the first clutch 5 is connected.

Hereinafter, downshifts from 4th speed to 1st speed, etc. are performed in the same manner as above, but in downshifting from 3rd speed to _2nd speed, the non-power transmission side clutch ( In this case, the method of controlling the second clutch is different. That is, from the 4th speed to the 3rd speed, or from the 4th speed to the 1st speed as described above.
When downshifting from 2nd gear to 1st gear,
After the predetermined time t ₅ has elapsed, the non-power transmission side clutch is connected at a constant standard connection speed as shown in FIG. After ₉ lapses, the non-power transmission side clutch is connected at a speed proportional to the accelerator opening (see Figs. 7, 66 and 67). In other words, in this downshift region from 3rd gear to 2nd gear, the difference between the set value of engine speed and the actual engine speed that does not reach this set value varies greatly depending on the difference in accelerator opening. Since there is a tendency, when the difference is large and the accelerator opening is small, the second clutch connection speed is greatly reduced and the second clutch 6 is connected slowly to enhance the energy absorption effect of the clutch. Of course, for the clutch itself, it is better to be connected quickly, so
In contrast to the above, the clutch engagement speed is set higher when the accelerator opening is larger and the difference between the actual engine speed and the set value is smaller. The connection speed control of the second clutch 6 can be performed by duty-controlling the second control solenoid valve 36 in the same manner as the control of the cut valve 37 during shift-up described above (see FIG. 4). ).

The connection speed control of the non-power transmission side clutch at the time of downshifting as described above is controlled by the third clutch as necessary.
Of course, this may be carried out when downshifting from speed to speed other than second speed.

An embodiment has been described above in which the engagement speed control of the non-power transmission side clutch is performed both during upshifts and downshifts, but the above-mentioned clutch engagement speed control may be performed only during upshifts.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a gear transmission according to an embodiment of the present invention, FIG. 2 is a system diagram of a hydraulic circuit for speed change control, and FIG. 3 is a diagram showing the operation of shift-up speed change control. Fig. 4 is a diagram showing the operation of shift-down speed change control, Fig. 5 is a flow chart showing the speed change operation by the hydraulic circuit of Fig. 2, and Fig. 6 is a diagram showing the flow chart of Fig. 5 during shift-up speed change control. FIG. 7 is a flowchart showing details of the gear control subflow section of the flowchart of FIG. 5 during downshift control. 2...First input shaft, 3...Second input shaft, 4...
Output shaft, 5...first clutch, 6...second clutch, 8...first clutch actuator, 10...
...Second clutch actuator, 32...First speed change solenoid valve, 33...Second speed change solenoid valve, 35...
...First control solenoid valve, 36...Second control solenoid valve, 37...Cut valve, 42...Control circuit, 45
...Load sensor.

Claims (1)

[Scope of Claims] 1 A plurality of input shafts, as many clutches as there are input shafts for coupling each of the input shafts to an engine output shaft, and each input shaft for drivingly coupling each of the input shafts to an output shaft. A clutch on the input shaft side, which is composed of one or more sets of transmission gears combined with a shaft, each set of transmission gears being comprised of transmission gears that are not adjacent to each other in a transmission gear, and in which a transmission gear for a starting gear is provided. Enter/
While performing automatic start and stop control,
Both clutches are gradually shifted at the same time according to a plurality of shift points preset according to at least the vehicle speed and engine load, and the above-mentioned shift is carried out according to a gear change point preset outside the switching operation range. A speed change control method for performing a speed change operation by switching engagement and disengagement of both clutches in a compound clutch type gear transmission that performs speed change control that operates gear change, the method comprising: shifting the gear to a high speed side according to the above-mentioned shift point; When a gear change command is issued to shift up,
Of the two clutches, the one on the non-power transmission side is engaged at the first engagement speed, and the clutch is in a half-connected state from the time of the shift command, and after the first period of applying a load to the engine has elapsed, the clutch is engaged. The second connection speed is lower than the first connection speed.
change the connection speed, and disengage the internal power transmission side clutch of both clutches, and then a second period elapses from the elapse of the first period until the disengagement operation of the power transmission side clutch is completed. After that, the connection speed of the clutch on the non-power transmission side is returned from the second connection speed to the first connection speed, and after the clutch on the power transmission side is disengaged, the clutch on the non-power transmission side is changed to A speed change control method for a compound clutch type gear transmission, characterized in that, during at least part of the second period, the clutch is engaged at a clutch engagement speed that is variably controlled so that the greater the accelerator opening, the faster the clutch engagement speed is.