JPS58191356A - Clutch controller of multi-stage gear speed changer of combined clutch type - Google Patents

Abstract

PURPOSE:To decrease weight of a flywheel equipped for a speed changer, by connecting a gear transmission device in the second driving system under its neutral condition to an input shaft at a prescribed car speed or less. CONSTITUTION:At starting, the first clutch 4 is connected, and a 1-3 shift cylinder 16 is operated to transmit power to a differential gear 7 through the first speed gear 9. Here a clutch 5 is connected, and the second input shaft 3, second speed gear 12 and the fourth speed gear 13 are rotated by inertia with a flywheel 1b of a driving shaft 1a of an engine 1, then the weight of the flywheel 1b can be decreased by these inertial rotation. If the starting is completed, the clutch 5 is disconnected, and the shaft 3 stops rotation.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides clutches that are interposed between an engine and a plurality of manual shafts equipped with predetermined speed change gears, and the clutches are connected alternately to achieve automatic speed change in multiple stages. The present invention relates to a clutch control device for a composite clutch type multi-gear transmission that performs the following operations.

The present applicant had previously proposed the following as this type of compound clutch type multi-stage gear transmission (specially around 1970).
6-64995, Japanese Patent Application No. 56-64996, Japanese Patent Application No. 56-64997, etc.). That is, a first manpower shaft is connected to the crankshaft, which is the drive shaft of the engine, through a first clutch and a second manpower shaft through a second clutch, and the first input shaft is connected to a first speed shaft. and a 3rd speed transmission gear, and a 2nd speed and a 4th speed transmission gear are provided on the 2nd human power shaft, and the first
2nd speed is selected on the 2nd human power axis, and when starting, connect the 1st clutch and automatically start in 1st speed.
During subsequent gear changes, the first clutch is disengaged and the second clutch is connected at the same time to shift to the second gear, and when driving in the second gear,
Switch from 1st gear to 3rd gear on the 1st manual shaft, and when the gear reaches -4 in 2nd gear, disengage the 2nd clutch and at the same time connect the 1st clutch to shift to 3rd gear. Thereafter, the shift to the fourth speed is performed in the same manner.

By the way, if the flywheel provided at the rear end of the engine's drive shaft is heavy, there will be drawbacks such as increased clutch energy consumption at the time of starting and poor engine response. Therefore, in order to solve this problem, it may be possible to make the flywheel itself lighter, but the required predetermined inertia force cannot be obtained, and there is a limit in terms of performance.

Therefore, the present invention has been made in view of the above points.
The special configuration of the above compound clutch type multi-stage gear transmission means that the second human power shaft is in the second position from idling to starting.
Focusing on the fact that the clutch is not connected to the engine drive shaft due to disconnection and does not perform any function, the transmission gear associated with the second human power shaft is set to a neutral state in a low speed range below the vehicle speed or a predetermined speed. In this state, the second manpower shaft is connected to the engine drive shaft by connecting a second clutch, thereby reducing the weight of the flywheel using the rotational inertia of the second manpower shaft. The purpose is to

Therefore, the present invention includes a plurality of input shafts, a plurality of clutches for connecting each of the input shafts to an engine drive shaft, and each input shaft for connecting each of the input shafts to an output shaft in a driving relationship. In a composite Kurarechi multi-stage gear transmission, which is composed of one or more sets of transmission gears combined with each other, each set of transmission gears on the same manual shaft is not adjacent to each other in the gear position, A plurality of fluid-type clutch actuators that engage and engage the respective clutches, a fluid-type transmission actuator that selects a transmission gear combined with each of the input shafts and switches a torque transmission path, and a plurality of fluid-type clutch actuators that select a transmission gear associated with each of the input shafts and switch a torque transmission path; A control circuit that controls the Kura Nochi actuator and the speed change actuator so as to select one of the input shafts to bring the speed change gear associated with the input shaft into a neutral state, and to connect the input shaft to the drive shaft of the engine. When the vehicle speed is at a low speed below a predetermined speed, the control circuit connects the input shaft to the engine drive shaft with the transmission gear combined with the input shaft in a neutral state. This is what I did.

Embodiments of the present invention will be described in detail below with reference to the drawings.

1 and 2 show a clutch control device for a composite clutch multi-stage gear transmission according to the present invention, in which 1 is an engine;
1a is an engine drive shaft, 1b is a flywheel 1v which is connected and fixed to the engine drive shaft 1a, and 2 and 3 are a first input shaft and a second human power shaft which are loosely fitted in the front and rear of the engine drive shaft 1a. A first clutch 4 constituted by a dry clutch with a large capacity is interposed between the first input shaft 2 and the engine drive shaft 1a, and when the first clutch 4 is connected, the first input shaft 2 is connected. A second clutch 5 configured to be connected to the engine drive shaft 1a is interposed between the second human power shaft 6 and the engine drive shaft 1a, and is a light and small wet type clutch. The second manpower shaft 6 is connected to the engine drive shaft 1a by connecting the second clutch 5. Further, 6 is an output shaft,
For example, left and right front wheels (not shown) are connected to the output shaft 6 via a differential gear 7, and the output shaft 6 is configured to rotationally drive the left and right front wheels (not shown) by the torque of the output shaft B. .

Further, reference numeral 8 denotes a group of transmission gears combined on the first input shaft 2 and the first human power shaft, and the transmission gears of the first human power shaft 2 are in the first speed which are not adjacent to each other in the gear stage. It is composed of a speed change gear 9, a third speed speed change gear 10, and a reverse speed speed change gear 11, and the speed change gears of the second human power shaft 6 similarly have second speed and second speed speed change gears that are not adjacent to each other in the speed range. The first input shaft 2 is connected to the output shaft B via the first, third, and reverse gears 9 to 11 in a driving relationship. At the same time, the second input shaft 6 is configured to be connected to the output shaft 6 via second speed and fourth speed change gears 12,13.

Furthermore, 14 is a 1-3 select gear spline-coupled between the first gear 9 and the third gear 10 of the output shaft 6, and the 1-3 select gear 14 is the first gear 9.
The l-3 shift cylinder 16 constituting a hydraulic speed change actuator is connected to the 1-3 select gear 14 via a rod 15. -3 shift cylinder 16 is connected to 1-3 shift cylinder 16 via first communication pipe 17 and third speed pipe 18.
3 shift valve 19 is connected, and the 1-3 shift pulp 19 controls the supply of fluid pressure to the 1-3 shift cylinder 16 to control the 1r@magnetic coil/of the 1-3 shift pulp 19. When exciting L/19a, plunger 1
9b to the right in FIG. is slid in the direction of the first speed gear 9 to mesh with the first speed gear 9, while when the second excitation coil 19C of the 1-3 shift valve 19 is excited, the 1 langeer 19b is moved to the left in FIG. 1 fluid pressure through the third communication pipe 18.
-3 By supplying the shift cylinder 16, 1-3
Slide the select gear 14 in the direction of the third speed gear 10 and
The first excitation coil 19a and the second excitation coil 7L of the 1-3 shift pulp 19 are meshed with the third speed gear 10.
19b is de-energized, the plunger 19b shuts off both the first connecting pipe line 17 and the third connecting pipe line 18, and the 1-3 shift cylinder 16
By positioning the springs 15a and 15b in the neutral position, the first speed gear 9 and the third speed gear 10 are brought into a neutral state, and therefore the torque transmission path from the first input shaft 2 to the output shaft 6 is switched to two stages. It is configured as follows.

In addition, 20 is a 2-4 select gear spline-coupled between the second gear 12 and the fourth gear 16 of the output shaft 6, and the 2-4 select gear 20 is the second gear 12 and the fourth speed gear 16, and a 2-4 shift cylinder 22 constituting a hydraulic speed change actuator is connected to the 2-4 select gear 20 via a rod 21. 2-4 shift cylinder 22
A 2-4 shift valve 25 is connected to the 2-4 shift valve 25 through a second communication pipe 26 and a fourth communication pipe 24, and the 2-4 shift pulp 25 supplies the 2-4 shift cylinder 22 with the 2-4 shift valve 25. By controlling the supply of fluid pressure, the 2-4 shift pulp 25
When the first excitation coil/L/25a is excited, by moving the first langeer 25b to the right in FIG. , 2-4 select gear 20 via rod 21
While the plunger 25b is slid in the direction of the fourth speed gear 13 to mesh with the fourth speed gear 16, when the second excitation coil/L/25c of the 2-4 shift pulp 25 is excited, the plunger 25b is moved toward the left in FIG. By moving the 2-4 shift cylinder 22 to 2-4 and supplying fluid pressure to the 2-4 shift cylinder 22 via the second communication pipe line
The 4 select gear 20 is slid in the direction of the 2nd speed gear 12 and meshed with the 2nd speed gear 12, and the 1st excitation coil 25a and the 2nd excitation coil /L/ of the 2-4 shift pulp 25 are
When 25C is de-energized, the plunger 25bK shuts off both the second continuous pipe line 23 and the fourth continuous pipe line 24.
- By positioning the 4th shift cylinder 22 in a neutral position using two springs 21a and 21b provided on the rod 21, the second speed gear 12 and the fourth speed gear 16 are brought into a neutral state, so that an output is output from the second input shaft 6. It is configured to switch the torque transmission path to the shaft 6 into two stages.

Further, reference numeral 26 denotes a reverse select gear spline-coupled to the front side of the reverse gear 11 of the output shaft 6, and the reverse select gear 26 is formed so as to be able to mesh with the reverse gear 11. A retraction cylinder 28 that constitutes a hydraulic speed change actuator is connected to the selection gear 26 via a rod 27, and a spring 29 is connected to the rod 27 for biasing the throat 27 toward the side opposite to the reverse speed gear 11. is connected, and the spring 29 is normally
By biasing the rod 27 in the opposite direction to the reverse gear 11 by the spring force of K, the reverse gear selection gear 26 and the reverse gear 11 are disengaged, while the reverse cylinder 28
When fluid pressure is supplied to the reverse gear 11, the reverse cylinder 28 is operated to cause the reverse select gear 26 to slide toward the reverse gear 11 against the spring force of the spring 29, so as to mesh with the reverse gear 11. It is configured.

Furthermore, 30 is a hydraulic first clutch cylinder connected to the first clutch 4 via a swingable operating lever 31, and a first clutch conduit 62 is connected to the first clutch cylinder 60. The first clutch pulp 33 is connected to the operating lever 31 through the spring 64, which biases the operating lever 31 in the direction of disengaging the first clutch 4. 33 controls the supply of fluid pressure to the first clutch cylinder 30, and when the first clutch valve 66 is not energized, the supply of fluid pressure to the first clutch cylinder 60 is stopped, and the spring force of the spring 34 is controlled. The first clutch 4 is disconnected by rotating the operating lever 61 clockwise in FIG.
The first clutch cylinder 6o is connected to the first clutch cylinder 6o via the clutch conduit 62.
1, the operating lever 61 is rotated counterclockwise in FIG. 1 against the force of the spring 64 to connect the first clutch.

In addition, 65 is a hydraulic second clutch cylinder connected to the second clutch 5 via a swingable operating lever 36, and the second clutch cylinder 65 is connected to a second clutch conduit 67. A second clutch pulp 6B is connected to the operating lever 66 via the spring 69, and a spring 69 is connected to the operating lever 66 for biasing the operating lever 66 in the direction of disengaging the second clutch 5. The supply of fluid pressure to the second clutch cylinder 35 is controlled by the operation of the pulp 68, and when the second clutch pulp 68 is not energized, the supply of fluid pressure to the second clutch cylinder 65 is stopped, and the spring 39 is The operating lever 6 is activated by the spring force of
6 in the counterclockwise direction in FIG. By doing so, the operating lever 66 is rotated clockwise in FIG. 1 against the spring force of the spring 69 to connect the second clutch 5.

Reference numeral 40 denotes a pressure regulating pulp connected to the first clutch valve 63 and the second clutch pulp 38 through a first clutch conduit 41 and a second clutch conduit 42, respectively. 40 is the first plunger 40b when the excited coil/1/4 Qa is excited.
By moving the plunger 40b to the right in the figure,
Then, the first clutch conduit 41 and the second clutch conduit 42 are throttled to adjust and control the fluid pressure to the first clutch pulp 33 and the second clutch valve 68 to a predetermined value.

A hydraulic pump 43 is connected to the engine drive shaft 1a, and a shift pulp 45 is connected to the hydraulic pump 43 via a discharge pipe 44.
5, the pressure regulating pulp 40 is connected to the clutch pipe 46, the 1-3 shift pulp 19 and the 2-4 shift pulp 25 are connected to the forward pipe 47, and the reverse pipe 48 is connected to the pressure regulating pulp 40. The retraction cylinders 28 are connected to each other through the Nupool 4 of the shift pulp 45.
5a has P (parking), R (reverse), N (neutral), D (
6 (automatic shift up to 3rd gear), 6 (automatic shift up to 3rd gear)
, 2 (automatic shifting up to 2nd speed).
By switching the hydraulic pressure supply passage by the shift pulp 45 in conjunction with the switching operation, the hydraulic pressure as the fluid pressure generated by the hydraulic pump 46 is constantly transferred to the first clutch pulp 33 and the second clutch lever ρ via the pressure regulating pulp 40. Pro 8
At the same time, the shift lever 49 shifts to P, D,
3.2, the hydraulic pump 43
1-3 shift pulp 1 via advance pipe 47
9 and 2-4 shift valve 25, when L//<-49 is in the R shift position,
It is configured to supply hydraulic pressure from the hydraulic pump 46 to the retraction cylinder 28 via a retraction conduit 48.

Furthermore, 50 is a control circuit, and the control circuit 50 receives a shift signal from a shift position detector 51 that detects all shift positions of the shift lever 49, and an engine load signal from an engine load sensor 5-2. If the vehicle speed signal from the vehicle speed sensor 56 and the accelerator opening signal from the accelerator pedal 54 are input, and the shift lever 49 is not in the R shift position when the vehicle is stopped based on these signals, the shift lever 49 is not in the R shift position. , generates an operation signal Ql and outputs it to the first excitation coil 1v19a of the 1-3 shift pulp 19, and then, when starting is detected, generates an operation signal Q2 and outputs it to the pressure regulating valve 40. At the same time, automatic start control is performed by generating the operation signal Qsk and outputting it to the first clutch valve 36. Also, when shifting from the first gear to the second gear, the operation signal Q2 is generated again to reduce the pressure. While outputting it to the adjustment pulp 40, the generation of the operation signal Q3 is stopped, and at the same time, the operation signal Q4 is generated and outputted to the second clutch valve 68. The operation signal Q3 and the operation signal Q4 are generated alternately at each predetermined speed change time and output to the first clutch valve 66 and the second clutch valve 68, respectively.
2-4 when the operation signal Q6 is generated while driving at a speed of 2-4.
It is output to the second excitation coil 25c of the shift valve 25, and at the same time the generation of the operation signal Ql is stopped during walking in the second speed, the operation signal Q6 is generated and the operation signal Q6 is output to the second excitation coil of the 1-8 shift pulp 19. /L/19C, and further stops generation of the operation signal Q60 during running in the third speed, and at the same time generates the operation signal Q7 to the first excitation coil l'l5a of the 2-4 shift pulp 25. output,
Therefore, each of the pulps 19.25, 33, and 38.4n is controlled to perform stop control and automatic speed change control.

Reference numeral 55 denotes a flow rate control valve interposed in the reverse conduit 48, which controls the flow rate of fluid to the reverse cylinder 28 through an orifice 55a, thereby controlling the flow rate between the reverse select gear 26 and the rear i.
This allows for loose engagement with the quick tooth bearing 11. Further, 56 is a regulator that maintains the fluid pressure constant; 57 to 56;
59 is a check pulp, and 60 is a neutral switch.

Then, the operation signal of the control circuit 50 Q1+ Qa+
Q and Q6 are second gear teeth when the vehicle speed is below a predetermined low speed.
The output is controlled by the control circuit 50 so as to connect the second human power shaft 6 to the driving shaft 1a of the engine 1 with the vehicle 12 and the fourth speed gear 16 in a neutral state.

That is, the control circuit 50 controls the vehicle speed or a predetermined low speed (for example, 5+tm/
h) In the following cases, it is determined in the first step S1 whether the vehicle speed is, for example, 8&*/h or more, and if YES, the vehicle speed is determined to be, for example, 5 km/h or more in the second step S1.
On the other hand, in the case of No(7)"K of 3A layer/h or less, it is determined in the third step S3 whether or not the shift lever 49 is in the R shift position. In the case of No in the third step S8, the process proceeds to the fourth step S4, in which the operation signal Qr is generated to select the first speed gear 9, and the operation signal Qr is generated to select the first speed gear 9.
Output to the first excitation coil/L/19a of the shift pulp 19. Thereafter, in the fifth step S5, it is determined whether the shift lever 49 is in any of the shift positions 3.2, and the step is NO.

In this case, it is determined that the shift lever 49 is in the N or P shift position, and the process proceeds to the sixth step S6, and in the sixth step S6, the operation signal Q3 is sent to disconnect the first clutch 4.
, and prevents the generation of the operation signal Q5 and the operation signal Q7 to the 2-4 shift pulp 25 so as to neutralize the second speed gear 12 and the fourth speed tooth 4t16 in the seventh steno knob S7, and further In an eighth step S8, an operating signal Q4 is generated to connect the second clutch 5 and is output to the second clutch valve 68. On the other hand, if the vehicle speed is 5 km/h or less and YES in the second step S2, and if the shift lever 4 is
9 is in the R shift position and the shift lever 49 is turned on in the fifth step S6, and if it is in any of the shift positions of 6.2, the process advances to the ninth nutenop S9 and the accelerator pedal 54 is turned on in the ninth step S9. If it is NO, it is determined that the vehicle is stopped and the sixth vehicle is stopped.
The process proceeds sequentially from the step S6 to the eighth step S8. on the other hand,
If the accelerator pedal 54 is in the ON state (YES), it is determined that it is time to start, and the process proceeds to the 10th step SIO, where an operation signal Q3 is generated to control the start of the first clutch 4. It is output to the first clutch pulp 36, and then it is determined whether the start is completed at the 11th step Sll, and if No, the start control is continued, while if YES, the 12th step Sll
Control is performed so as to forcibly stop the generation of the operation signal Q to disconnect the second clutch 5 at U.

Next, the operation of the above embodiment will be explained. First, when the shift lever 49 is not in the R shift position (ft) when the vehicle is stopped, the control circuit 50 generates an operation signal Q+.
It is output to the 11th U magnetic coil/719a of the shift pulp 19. As a result, the 1-3 shift valve 19 is excited, and the hydraulic pressure as fluid pressure from the hydraulic pump 46 is transmitted to the 1-3 shift valve 1 through the first communication pipe line 17.
6, the 1-3 select gear 14 slides in the first speed direction against the biasing force of the spring 15a and selects the first speed.
It meshes with the speed gear 9. And further shift lever 49
When the shift lever 49 is not in any of the shift positions 3.2, that is, when the shift lever 49 is in either the N or P shift position, the control circuit 50 prevents the generation of the operation signal Q3 and the first clutch Since the valve 66 is forcibly de-energized, the operating lever 61 of the first clutch 4 is rotated clockwise in FIG. 1 by the biasing force of the spring 64, and the first clutch 4 is forcibly disengaged. It will be done. Since the control circuit 50 is still prevented from generating the operation signals Q and Q7 and the 2-4 shift pulp 25 is forced into a de-energized state, the 2-4 select gear 20 is not activated by the springs 21a and 2.
Due to the urging force of 1b, the second speed gear 12 and the fourth speed gear 1
It becomes a neutral state in which it does not mesh with any of 6. Furthermore, at the same time, the control circuit 50 generates an operation signal Q4 and outputs it to the second clutch valve 68, so that the second clutch valve 68 is energized and the hydraulic pump 46 is activated.
Since hydraulic pressure is supplied to the second clutch cylinder 65 through the second clutch conduit 67, the operating lever 66 rotates clockwise in the figure against the urging force of the spring 69, and the second clutch cylinder 65 rotates clockwise in the figure against the biasing force of the spring 69. 5 is connected. As a result, engine 1
The flywheel/L/1b of the drive shaft 1a rotates together with the second human power shaft 6, the second speed gear 12, and the fourth speed gear 16 via the second clutch 5.

When the accelerator pedal 54 is depressed while the shift lever 49 is shifted to, for example, the D shift position in order to move forward, the control circuit 50 generates an operation signal Q2, which is output to the pressure regulating valve 40 and operated. A signal Q3 is generated and output to the first clutch pulp 36. As a result, the first clutch pulp 66 is energized and hydraulic pressure from the hydraulic pump 46 is supplied to the first clutch cylinder 30 via the first clutch conduit 62, so that the operating lever 761 rotates counterclockwise in the figure against the biasing force of the spring 64, and the first clutch 4 gradually begins to be connected, resulting in the vehicle starting at the first speed. At that time, the second human power shaft 6, the second speed gear 12, and the fourth speed gear 16 are connected to the flywheel 1 of the drive shaft 1a of the engine 1.
The weight of the flywheel 1b can be reduced by that amount due to the rotational inertia of the flywheel 1b, which rotates with the flywheel 1b.
Therefore, the first clutch 4 can be connected with low energy consumption, and the responsiveness of the engine 1 can also be improved.

When the start is completed, the control circuit 50 forcibly stops generating the operation signal Q4. Due to this,
Since the second clutch pulp 68 is de-energized and the oil supply path to the second clutch cylinder 65 is cut off, the operating lever 66 is rotated counterclockwise by the biasing force of the spring 69 to The clutch 5 is disengaged and the second input shaft 6 stops rotating.

The above has described the operation when starting from a stop, but conversely, the same applies when the vehicle slows down and comes to a stop.

That is, when the accelerator pedal 54 is released and the vehicle speed decreases to below a predetermined speed (for example, 54.w/h), the control circuit 50 prevents the generation of the operation signals Q3, Qb, and Q7. The second speed gear 12 and the fourth speed gear 13 are in a neutral state, and the operation signal Q4 is generated and outputted to the second displacement valve 68, so that the second clutch 5 is connected. As a result, the flywheel 1b of the drive shaft 1a of the engine 1 rotates together with the second input shaft 6, the second speed gear 12, and the fourth speed gear 16 via the second clutch 5.

In the above embodiment, the first input shaft 2 and the second input shaft 3 are provided, and these are arranged so that they are not adjacent to each other in all gears up to the fourth gear. In addition, the present invention further adds an input shaft to increase the number of gears to 5.
A: Of course, it is possible to apply the same method to items with more than one level. In this case, as the input shaft that is forcibly connected to the drive shaft of the engine in a low speed range below the vehicle speed or a predetermined speed, an input shaft other than the first human power shaft may be appropriately selected.

As explained above, according to the present invention, in a compound clutch type multi-stage gear transmission, in a low speed range below the vehicle speed or a predetermined speed, the speed change gear combined with one input shaft is brought into a neutral state, and the By connecting the input shaft to the engine's drive shaft, the weight of the shift flywheel can be reduced by the rotational inertia of the input shaft, which reduces clutch energy during acceleration and improves engine response. This is something that can be improved.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 is a general schematic diagram, FIG. 2 is a diagram of the main part, and FIG. 3 is a flowchart showing the operation of a control circuit. 2... First input shaft, 6... Second human power shaft, 4... First clutch, 5... Second clutch, 6... Output shaft,
9... 1st speed gear, 10... 3rd speed gear, 11...
・Reverse gear, 12...2nd gear, 16...4th gear
Speed gear, 14...l-3 select gear, 16...1
-3 shift cylinder 19...1-3 shift pulp, 2
0...2-4 select gear, 22...2-4 shift cylinder, 25...2-4 shift valve, 26...
Reverse upper rect gear, 28...Reverse cylinder, 60...
・First clutch cylinder, 66... First clutch pulp, 65... Second clutch cylinder, 68... Second
Clutch pulp, 40...Pressure adjustment pulp, 50...
- Control circuit, Q1 to Q7...operation signal. Patent applicant: Toyo Kogyo Co., Ltd.

Claims (1)

[Claims] (1) a plurality of input shafts, a plurality of clutches for coupling each of the input shafts to an engine drive shaft, and a plurality of clutches associated with each input shaft for coupling each of the input shafts in driving relation to an output shaft; In a compound clutch type multi-stage gear transmission, in which each set of transmission gears on the same manual shaft is comprised of transmission gears that are not adjacent to each other in the gear stage, each of the clutches is a plurality of hydraulic clutch actuators that perform intermittent operation; a hydraulic transmission actuator that selects a transmission gear combined with each of the input shafts and switches a torque transmission path; and any of the plurality of input shafts at a predetermined low vehicle speed or less and a control circuit that controls the clutch actuator and the speed change actuator so as to select one of the following, put the speed change gear associated with the input shaft in a neutral state, and connect the input shaft to the drive shaft of the engine. A clutch control device for a compound clutch type multi-stage gear transmission.