JPH07113406B2 - Control device for compound clutch type multi-stage gear transmission - Google Patents

Description

TECHNICAL FIELD The present invention relates to a control device for a compound clutch type multi-stage gear transmission.

(Prior Art) As a compound clutch type multi-stage gear transmission as described above,
For example, as disclosed in Japanese Unexamined Patent Publication No. 56-94050, two input shafts arranged coaxially are connected to an engine output shaft by clutches independently provided, and one input The first and third speed change gears are attached to the shaft,
There is another input shaft provided with a second speed gear and a fourth speed gear, respectively. In this conventional technique, one of the input shafts is connected to the engine output shaft, and while the input gear, for example, the first speed transmission gear is in the meshed state,
For example, the second speed transmission gear of the input shaft that is not connected to the engine output shaft of the other side is separately engaged, and then the clutch of the one input shaft is disengaged at an appropriate time, while the other side is engaged. The shift change from the first speed to the second speed is performed by connecting the clutch of the input shaft on the side.

By the way, generally, in kickdown in a driving state of a vehicle, for example, when traveling at the third speed, a shift change to the second speed is performed. In that case,
In the compound clutch multi-stage gear transmission, if the second speed gear is not already in mesh on the input shaft provided with the second speed gear to be changed, a mesh change command is issued. The clutch can be switched only after it is separately issued and the engagement is completed. Therefore, after all, the shift change operation at the time of kickdown is delayed by that much, and there is a problem that the acceleration performance after shifting is adversely affected.

Therefore, in order to improve the above-mentioned inconvenience, the applicant of the present invention, in the above-described compound clutch type multi-stage gear transmission, issues the above-mentioned shift command to switch the clutches, and at the same time, shifts the selected shift gears. When the input shaft to which it belongs is connected to the engine output shaft, only the speed change gear that is in a shift change relationship with the selected speed change gear among the plurality of speed change gears that are combined with the input shaft with the clutch disconnected By first setting the gears in preference to other speed change gears, we proposed a control device that enables quick shift change in response to the above kickdown, that is, quick shift change only with the clutch switching time. (See JP-A-59-13158).

The control device for a multi-clutch multi-stage gear transmission according to the proposal of the applicant of the present invention is such that the connection speed of the clutch at the time of shifting is stored in the transmission control unit, and values are stored in the duty map. It is configured to look up with the oil temperature of the actuator operating oil, and to perform duty control with the lookup value,
For example, the control of the first clutch at the time of kickdown from the second speed gear to the first speed gear is as shown in FIG.

That is, first, the second clutch pressure (second
The hydraulic pressure supplied to the clutch actuator is reduced as shown, and the second clutch is disengaged. Then, within a predetermined time from this state to the next point b, the clutch pressure of the first clutch to be connected next (the hydraulic pressure supplied to the first clutch actuator) is not intentionally increased, and the engine load is first reduced (no load). State) and raise the engine speed N _E as soon as possible. Next, when the engine speed N _E reaches the point b when the engine speed N _E coincides with the clutch speed (clutch output shaft speed) N _C after the lapse of the predetermined time, the clutch pressure of the first clutch is gradually increased for the first time. The duty control of the clutch connection speed is performed based on the above-mentioned constant map value (Dtc).

Then, the time point c when the first clutch is not yet completely connected and the clutch torque of the first clutch is larger than the engine torque, and the engine speed N is increased by the progress of connection of the first clutch. The first clutch is completely engaged when the time point d is reached when _E decreases and the rotational speed N _C of the first clutch again matches.

As described above, when the engine is controlled to be in an unloaded state from the point a at the start of gear shifting to the point b at which the engine speed N _E rises to the clutch speed N _C , the engine speed rises quickly.
Therefore, the time required to complete the engagement of the clutch can be shortened by that much, and a quick downshift control can be achieved.

(Problems to be Solved by the Invention) However, controlling the clutch connection state as described above causes the following problems on the other side.

That is, in general, the engine blow-up from point a to point b tends to be too large because of no load,
The engine speed exceeds the clutch speed and increases unnecessarily greatly as shown. Then, the clutch torque decreases more than the point c where the clutch torque becomes larger than the engine torque due to the progress of the connection state of the first clutch. As the clutch pressure of one clutch increases rapidly, it will release a considerable amount of rotational energy per unit time.
A large torque shock was generated from the point c to the point d where the first clutch was completely connected, and a smooth shift change could not be realized.

(Means for Solving Problems) The present invention has been made for the purpose of solving the above problems, and a plurality of input shafts and each of the plurality of input shafts are connected to an engine output shaft. A plurality of clutches for connecting the plurality of input shafts to the transmission output shaft, and a plurality of clutch actuators that connect or disconnect each of the plurality of clutches. In a compound clutch type multi-stage gear transmission in which the shift gears of each set are arranged so as not to be adjacent to each other at each shift speed, an engine speed detecting means for detecting an engine speed and a clutch rotation of the plurality of clutches are provided. Clutch rotational speed detecting means for detecting the engine speed, and the engine rotational speed detected by the engine rotational speed detecting means during kickdown is the clutch rotational speed detecting means. The clutch connection speed control means for connecting the plurality of clutches at the maximum speed until reaching a predetermined ratio value with respect to the clutch rotational speed detected by, and thereafter connecting the plurality of clutches at the normal speed. Is provided.

(Operation) According to the above means, the engine speed and the clutch speed are respectively detected, and the no-load state is formed until the engine speed reaches a predetermined ratio value with respect to the clutch speed after the start of gear shifting. The clutch is connected at the maximum clutch connection speed without any operation, and thereafter, the clutch is connected at the normal clutch connection speed.

Therefore, the engine speed after the shift is started does not rise excessively, and the torque shock due to the sudden decrease in the engine speed during the shift is not generated, so that a smooth shift change can be realized.

(Example) Hereinafter, the Example of this invention is described in detail based on drawing.

That is, first, FIG. 2 shows an example of a compound clutch type multi-stage gear transmission, in which reference numeral 1 is an engine, 1a is a drive shaft of the engine 1, and 1b is a drive shaft 1a of the engine 1.
The flywheels 2 and 3 fixed to the first and second input shafts are respectively loosely fitted to the drive shaft 1a of the engine.

Between the first input shaft 2 and the engine drive shaft 1a, for example, a first clutch 4 composed of a dry clutch having a large capacity.
The first input shaft 2 is connected to the engine drive shaft 1a by connecting the first clutch 4. On the other hand, the second input shaft 3 and the engine drive shaft 1a
A second clutch 5 composed of, for example, a light and small wet clutch is interposed between the second input shaft 3 and the engine drive shaft 1a by connecting the second clutch 5. Has been done. Then, the first clutch 4
Further, a fluid-type first clutch actuator 8 and a hydraulic second clutch actuator 9 are linked to the second clutch 5 via swingable operating levers 6 and 7, respectively. While the operating levers 6 and 7 are constantly urged by springs 10 and 11 in a direction to disengage the clutches 4 and 5, a fluid pressure of a predetermined value or more is applied to the clutch actuators 8 and 9. When the clutches 4 and 5 are connected, the clutches 4 and 5 are connected at a predetermined speed.

On the other hand, reference numeral 12 is an output shaft of the transmission, and the output shaft 12 is connected to, for example, left and right front wheels (not shown) via a differential gear 13.

The first input shaft 2 is provided with first and third speed change gears 14 and 15 and a reverse speed change gear 16 which are not adjacent to each other in a shift speed, respectively, and are rotatable. Reference numerals 14 to 16 mesh with the first, third, and reverse speed transmission gears 14a to 16a fixed to the transmission output shaft 12, respectively. On the other hand, the second input shaft 3 is provided with second and fourth speed change gears 17, 18 rotatably, and both speed change gears 17, 18 are fixed to the transmission output shaft 12 at the second speed and The gears 17a and 18a for the fourth speed are in mesh with each other.

Further, the first transmission gear 14 and the third transmission gear 15 of the first input shaft 2
Between the first input shaft 2 and the first input shaft 2, there are 1-3 select gears 19 (hereinafter, the meshes are displayed as described above corresponding to the two speed change gears to be selected). The first speed change gear 14 and the third speed change gear 15 are provided so that they can mesh with each other. The 1-3 select gear 19 is connected to a piston 21a of a 1-3 shift cylinder 21 via a rod 20. Similarly, the second input shaft 3 has 2-4 select gears.
22 is provided so as to be able to mesh with the second transmission gear 17 and the fourth transmission gear 18, and the 2-4 select gear 22 is connected to the piston 24a of the 2-4 shift cylinder 24 via the rod 23.

Then, the 1-3 shift cylinder 21 is connected to a 1-3 shift valve described later via the first speed line 25 and the third speed line 26, and the hydraulic pressure is supplied from the first speed line 25. Then, when hydraulic pressure is supplied from the 1-3 select gear 19 to the first transmission gear 14 via the rod 20 and from the third speed line 26, the 1-3 select gear 19 is connected to the third transmission gear 15.
It is designed to be able to engage with each other. Similarly, 2
-4 shift cylinder 24 is used for second speed line 27 and fourth
It is connected to a later-described 2-4 shift valve via the speed line 28, and the hydraulic pressure is supplied from the second speed line 27 to the 2-4 shift valve.
The select gear 22 is meshed with the second speed change gear 17, and the hydraulic pressure is supplied from the fourth speed line 28 so that the 2-4 select gear 22 is meshed with the fourth speed change gear 18.

Further, a reverse select gear 29 is provided on the first input shaft 2 so as to be able to mesh with the reverse speed gear 16,
29 is connected to a piston 31a of a retreat cylinder 31 via a rod 30.

An oil pump 32 is provided at the end of the engine drive shaft 1a, and the oil discharged from the oil pump 32 is sent to a pressure line 34 via a pressure regulator 33.

Next, FIG. 3 shows a hydraulic circuit for gear shift control of the above-mentioned transmission. Reference numeral 35 is a 1-3 shift valve for controlling the supply of hydraulic pressure to the 1-3 shift cylinder 21, and 36 is a 2-4. A 2-4 shift valve that controls the supply of hydraulic pressure to the shift cylinder 24. 1-3 shift valve 35 is a forward pressure line
The pressure port is connected to 37, the first speed port is connected to the first speed line 25, and the third speed port is connected to the second speed line 26. Then, the plunger 35a of the 1-3 shift valve 35 uses the spring 35b to move the forward pressure line 37 and the third speed line 2
The third transmission gear 1 is normally connected to the first input shaft 2 by this urging action. Then, when the electromagnetic coil 35c of the 1-3 shift valve 35 is excited, the plunger 35a moves in a direction against the biasing force of the biasing action, and the forward pressure line 37 and the first speed The first transmission gear 14 is connected to the first input shaft 2 by communicating with the work line 25. When one of the first speed line 25 and the third speed line 26 communicates with the forward pressure line 37, the other communicates with the drain.

Similarly, the 2-4 shift valve 36 is connected to the forward pressure line 37.
And a second speed port and a fourth speed port respectively connected to the second speed line 27 and the fourth speed line 28. The plunger 36a of the 2-4 shift valve 36 is connected to the forward pressure line 37 and the fourth pressure line 37.
A spring 36b is urged to communicate with the speed line 28, and the urging force is used to connect the fourth transmission gear 18 to the second input shaft 3, and the electromagnetic coil 36c.
Is excited to move the plunger 36a against the biasing force so that the forward pressure line 37 and the second speed line 27 communicate with each other, thereby coupling the second transmission gear 17 and the second input shaft 3 to each other. It is like this. On the other hand, the drain configuration of the 2-4 shift valve 36 is similar to that of the 1-3 shift valve 35 described above.
When one of the second speed line 27 and the fourth speed line 28 communicates with the forward pressure line 37, the other communicates with the drain.

Further, reference numeral 38 is a first clutch valve for controlling the disengagement of the first clutch 4, and 39 is a second clutch valve for controlling the disengaged state of the second clutch 5. First, the first clutch valve 38 is connected to the first clutch actuator 8 via the first clutch line 40, and to the pressure adjusting valve 42 via the first line 41.
Both lines 40 and 41 communicate with each other by the excitation of 38a to supply the hydraulic pressure to the first clutch actuator 8, and stop the supply of the hydraulic pressure when de-excited. Then the second
The clutch valve 39 is connected to the second clutch actuator 9 via the second clutch line 43, and is connected to the pressure adjusting valve 42 via the second line 44, and is hydraulically applied to the second clutch actuator 9 by exciting the electromagnetic coil 39a. Is supplied, and the supply of this hydraulic pressure is stopped at the time of non-excitation.

On the other hand, the pressure adjusting valve 42 is a clutch pressure line.
When the electromagnetic coil 42a is excited, the plunger 42b is moved to the right in FIG. 2 so that the port communicating with the first line 41 and the second line 44 is narrowed to connect the first clutch. The hydraulic pressure to the valve 38 and the second clutch valve 39 is adjusted and controlled to a predetermined value.

Further, a reverse pressure line 46 is connected to the reverse cylinder 31 for the reverse control, and a flow control valve 47 is provided in the reverse pressure line 46, and an oil 47 for sending oil to the reverse cylinder 31 is supplied to the orifice 47a. By controlling the flow rate with, the engagement between the reverse select gear 29 and the reverse speed gear 16 is made gentle, that is, delayed for a predetermined time so that the forward gear and the reverse speed gear 16 do not mesh at the same time during a shift change. It is devised.

A pressure line 34 from the oil pump 32 at the end of the engine drive shaft 1a is connected to a shift valve 48, and the shift valve 18 has the forward pressure line 37, the clutch pressure line 45 and the reverse pressure line. 46 are connected to each other. The spool 48a of this shift valve 48 has a P
(Parking), R (reverse), N (neutral), D (automatic shift up to 4th speed), 3 (automatic shift up to 3rd speed), 2 (automatic shift up to 2nd speed) Shift lever
49 are connected. And this shift valve 48
The hydraulic pressure generated in the oil pump 32 is constantly supplied to the first clutch valve 38 and the second clutch valve 39 via the pressure adjusting valve 42 by switching the hydraulic pressure supply passage in accordance with the switching operation of the shift lever 49. When the shift lever 49 is in each of the P, D, 3, and 2 shift positions, the 1-3 shift valves 35 and 2 are connected via the forward pressure line 37.
The hydraulic pressure is supplied to the -4 shift valve 36, while the hydraulic pressure is supplied to the reverse cylinder 31 via the reverse pressure line 46 when in the R position.

Reference numeral 50 is, for example, an electronically controlled transmission controller, which includes a shift valve position detector 51, a vehicle speed sensor 52,
The detection signals S _{1 to} S ₆ from the engine load sensor 53, the clutch rotation speed sensor 59, the engine rotation speed sensor 60, and the clutch valve oil temperature sensor 61 are respectively input, and the first signal is input based on these input signals. Clutch valve 38, 1-
The operation signals Q _{1 to} Q ₅ to be sent to the electromagnetic coils of the 3 shift valve 35, 2-4 shift valve 36, the second clutch valve 39 and the pressure adjusting valve 42 are output. In particular,
The transmission controller 50 according to the present embodiment issues a clutch connection signal to the clutch actuator of the input shaft to which the selected transmission gear belongs in response to the shift command at the time of a shift change, while the other end is connected to the engine. The clutch actuator of the input shaft, which has been disengaged, issues a clutch disengagement signal, and the input shaft gear actuator (shift valve) that disengages the clutch is in a downshift relationship with respect to the selected speed change gear. A certain gear is given priority over other gears to issue a meshing command to the gear, and a predetermined clutch connection speed is controlled in response to an increase in engine speed during the kickdown, and the kickdown is performed. It is configured to respond quickly and appropriately to movements. Next, the shift control operation of the transmission controller 50 will be described in detail with reference to the flowcharts of FIGS. 4 and 5.

First, when the vehicle is now stopped and the accelerator pedal is not depressed, the pressure adjusting valve 42 is closed by the operation signal Q ₅ , and therefore the clutch valves 38, 39 are not hydraulically operated. Not supplied. Also,
At the same time, the clutch valves 38 and 39 are in the closed state because the operation signals Q ₁ and Q ₄ are not given, and as a result, hydraulic pressure is not supplied to the clutch actuators 8 and 9, and the first clutch 4 and the first clutch 4 are not supplied. The two clutches 5 are both in the disengaged state.

Therefore, the transmission controller 50 _{first determines} in step S1 shown in the flowchart of FIG. 4 whether or not the starting operation of the vehicle is being performed on the basis of the vehicle speed, and the vehicle speed is zero, that is, non-starting. If it is in the state (YES), move to step S ₂ . Then, in step S ₂ , it is determined whether or not the shift valve 48 is in the R position,
In the case of NO, the process further proceeds to step S ₃ and the operation signal Q ₂ is sent to the 1-3 shift valve 35 and the 2-4 shift valve 36.
And Q ₃ are given, and the first transmission gear 14 and the second transmission gear 17
Are respectively coupled to the first input shaft 3 and the second input shaft 3.

Subsequently, in the next step S ₄ , the position (D, 3, 2) of the shift valve 48 is discriminated again, and if the position is YES in any of the D, 3, 2 positions, further step S ₅ Press the accelerator pedal, that is, turn the accelerator switch ON or
Determine the OFF state. For starting, the accelerator pedal is depressed, the accelerator switch SW is ON, the start control of the first clutch 4 is performed in the next step S _6. That is, the operation signal Q ₁ from the transmission controller 50
Is sent to the above-mentioned first clutch valve 38, whereby the first clutch 4 starts the connecting operation, and then the operation signal Q ₅
By controlling the pressure adjusting valve 42 by means of, that is, by temporarily interrupting the supply of hydraulic pressure or restricting it by a predetermined amount, a smooth clutch engagement operation without impact is performed.

Subsequently, it is determined whether or not the start in step S ₇ is completed,
If NO, the start control is continued as it is, while if YES, the process returns to step S ₁ again. Further, even if NO in step S ₁ above, that is, even after starting, if the vehicle speed becomes a certain speed or less due to the stop, for example, 10 Km / h or less, the state is determined in step S ₈ and the stop signal is issued in next step S _9. Is emitted, disconnecting the first and second clutches 4 and 5 from each other.

Then, NO in step S _8, i.e. when the vehicle speed will be described the shift operation during a large traveling than 10Km / h, the shift valve 48 is D position, 3 when in the position and 2 position are maps respectively form According to the vehicle speed table (shift diagram)
Shift control is performed. That is, for example during traveling at the second speed kick down is performed, the vehicle speed is lowered past the cut line which has been set in the shift-down side vehicle speed table, requires downshift to first gear at step S ₁₀ If there it is determined, first gear position command corresponding thereto in step S ₁₁ is issued, subsequently whether or not there has been no change to the command in step S _12, that is, stable command signal continues for a predetermined time entered and whether to determine, in its if the result is YES, further whether it is within range of each range to which the command is selected the process proceeds to step S ₁₃ (D or 1), i.e., MAX gear position It is determined whether the following instruction, predetermined check period corresponding to the predetermined time for determining the stable command signal if YES step S ₁₄
After determining the elapse of t ₁ second, the actual shift change (5th
(Figure) is performed.

That is, in the gear-down control sub-flow on the downshift side shown in FIG. 5, first, in step S ₁ , it is assumed that the downshift from the second speed to the first speed is determined (YES), and then in step S ₂ . A fitting command for the first speed-changing gear 14, which is in a down-shifting relationship, is issued to the second speed-changing gear 17, and it is confirmed in step S ₃ that the mating time t ₂ seconds has elapsed, and further in step S ₄ it is completed. Judge whether or not they are fitted. In that case the result is YES, then the routine proceeds to step S ₅ issues a disconnection command of the second clutch 5 (operation signal Q ₄ stops).

Then, after the second clutch 5 is disengaged, the next step S ₆
Then, it is judged whether or not the accelerator opening at that time is opened by a predetermined opening A ₁ % or more.

As a result, in the case of YES (which indicates that there is an engine output that does not cause a large shift shock even if the clutch is connected at the maximum speed described later), the routine proceeds to step S ₇ and the first clutch Issue connection command 4 (operation signal Q ₁ output). This state corresponds to the vicinity of the point shown in FIG. 6a, in which the second clutch 5 is disengaged while the first clutch 4 is
Has been started and the engine speed is
N _E begins to increase its rising rate as the load amount decreases after the second clutch 5 is disengaged. However, in the case of this embodiment as described above, immediately after the disengagement of the second clutch 5, the connection command for the first clutch 4 (step S ₇ ) is issued,
Since the connection of the first clutch 4 is started, a completely unloaded state is not formed unlike the conventional case, and the rate of increase of the engine speed N _E is suppressed to a predetermined range as a result. In the suppression state, the clutch rotation speed will eventually increase to N _C.

Then, in this case, the connection of the first clutch 4 in step S ₇ is such that the engine speed N _E is increased from the point a of the second clutch disengagement to the clutch speed N _C as shown in FIG. A predetermined time before the point of coincidence (N _E = N _C ), more specifically, the engine speed N _E is a predetermined ratio value to the clutch speed N _C A ₂ % (A ₂ = 0.7 to 0.8) The maximum speed (duty ratio Dt ₁ = 100%) so that the clutch pressure of the first clutch 4 is rapidly raised until a point b is reached to form a half-clutch state in which a predetermined contact pressure is maintained early.
Is performed by controlling the first clutch actuator 8.

When as described above the engine speed N _E reaches a predetermined ratio value _{(N E = N C · A} 2) with respect to the clutch rotational speed N _C,該事fruit is determined in step S _8, it After that, the clutch engagement speed is controlled by the value (Dt ₂ ) on the normal duty map specified by the accelerator opening and the oil temperature in step S ₉ . That is, it is switched to normal duty control. In this state, the first clutch 4 is maintained in a substantially half-clutch state (to the extent that the contact pressure can be maintained).

Then, the elapsed time t ₃ seconds from the state to a normal N _E = N _C (the backup time) confirmed at step S _10, N _O
In the case of, it is further determined in step S ₄ whether or not the state where the engine speed N _E matches the clutch speed N _C (corresponding to point d in FIG. 6) has continued for a certain period of time, and in the case of YES proceeds to step S ₁₂ finally completely engaging the first clutch 4. On the other hand, in the case of NO, the operations in steps S _{9 to} S ₁₂ above are performed Y.
Repeat until ES. In the case of YES in step S ₁₀ is directly step S in preference clutch connection
Proceed to ₁₂ to completely engage the first clutch 4.

As a result, as is apparent from FIG. 6, the engine speed N _E
Is approximately equal to the clutch rotational speed N _C , the first clutch 4
Since the half-clutch state of a constant pressure is maintained, the engine speed N _E does not increase excessively. In addition, the torque shock due to the rapid increase in the engine speed accompanying the increase in the clutch pressure of the first clutch as in the conventional case is caused. Is more effectively prevented, and a smooth kickdown operation can be obtained.

(Effects of the Invention) As described above, the present invention includes a plurality of input shafts, a plurality of clutches for connecting each of the plurality of input shafts to an engine output shaft, and a plurality of input shafts of the plurality of input shafts. At least one set of transmission gears for connecting each to the transmission output shaft and a plurality of clutch actuators for connecting or disconnecting each of the plurality of clutches. In a compound clutch type multi-stage gear transmission arranged so as not to be adjacent to each other, engine speed detecting means for detecting engine speed, clutch speed detecting means for detecting clutch speeds of the plurality of clutches, and at kickdown A predetermined ratio of the engine speed detected by the engine speed detecting means to the clutch speed detected by the clutch speed detecting means. A clutch connection speed control means for connecting the plurality of clutches at the maximum speed until the value is reached, and thereafter connecting the plurality of clutches at a normal speed is provided.

Therefore, according to the present invention, the engine speed and the clutch speed are respectively detected, and the clutch is formed without forming a no-load state until the engine speed reaches a predetermined ratio value with respect to the clutch speed after the shift is started. While the clutch is connected at the maximum connection speed, the clutch is connected at the normal clutch connection speed thereafter.

Therefore, the engine speed after the shift is started does not rise excessively, and the torque shock due to the sudden decrease in the engine speed during the shift is not generated, so that a smooth shift change can be realized.

[Brief description of drawings]

FIG. 1 is a diagram corresponding to the claims of the present invention, FIG. 2 is a sectional view of a transmission portion of a control device for a compound clutch type multi-stage gear transmission according to an embodiment of the present invention, and FIG. FIG. 6 is a circuit diagram, FIG. 4 and FIG. 5 are flow charts showing the shift control operation of the embodiment apparatus, respectively, and FIG. 6 is a graph showing the engine speed change characteristic corresponding to the clutch operation in the embodiment apparatus. FIG. 7 is a graph similar to FIG. 6 in the conventional example. 1 ... Engine 2 ... First input shaft 3 ... Second input shaft 4 ... First clutch 5 ... Second clutch 8 ... First clutch actuator 9 ... Second clutch actuator 38 ... First clutch Valve 39 …… Second clutch valve 50 …… Transmission controller 52 …… Vehicle speed sensor 59 …… Clutch speed sensor 60 …… Engine speed sensor

Claims (1)

[Claims] 1. A plurality of input shafts, a plurality of clutches for connecting the plurality of input shafts to an engine output shaft, and a plurality of input shafts for connecting each of the plurality of input shafts to a transmission output shaft. Of at least one set of transmission gears and a plurality of clutch actuators for connecting or disconnecting each of the plurality of clutches, and a compound clutch type in which the transmission gears of each set are arranged so as not to be adjacent to each other at each shift stage. In the multi-stage gear transmission, the engine speed detecting means for detecting the engine speed, the clutch speed detecting means for detecting the clutch speeds of the plurality of clutches, and the engine speed detecting means during kickdown are detected. Until the engine speed reaches a predetermined ratio value with respect to the clutch speed detected by the clutch speed detecting means, the compound speed is kept at the maximum speed. On one connecting the clutch, thereafter the normal speed control system of a composite clutch multistage gear transmission, characterized in that a clutch connecting speed control means for connecting the plurality of clutches.