Control method and device for torque converter-free gearbox clutch

Abstract

The invention discloses a control method and device for a torque converter-free gearbox clutch, and belongs to the field of torque converter-free gearbox control. The control method comprises the steps that S1, gear shifting is started; s2, vehicle information is collected, wherein the vehicle information comprises the current gear, the actual rotating speed of an engine and the request rotating speed of an accelerator pedal; s3, whether the gear can be changed or not is judged according to the vehicle information; s4, if it is judged that the gear cannot be changed, gear shifting is stopped; if it is judged that the gear can be changed, whether the gear can be upshifted or not is further judged; and if it is judged that upshifting can be carried out, upshifting is carried out, otherwise, only downshifting is allowed. According to the control method, smooth gear shifting can be achieved without a torque converter by judging the condition of gear shifting, the power interruption time is shortened, the power performance and driving comfort of the vehicle are improved, in addition, mechanical damage caused by improper operation can be effectively avoided by reasonably judging the condition of gear shifting, and the service life of the vehicle is prolonged. The service life of the gearbox is prolonged.

Description

Technical Field

[0001] The present invention belongs to the field of torque converter-free transmission control, and in particular, relates to a control method for a clutch of a torque converter-free transmission, and also provides a control device using the control method. Background Art

[0002] With the rapid development of the automobile industry, the requirements for vehicle performance are also constantly increasing. Especially in the field of gearbox technology, how to achieve smoother and more efficient gear shifting has become the focus of research. Traditional automatic gearboxes mostly use hydraulic torque converters to achieve smooth power transmission. For example, the invention patent with publication number CN104295693A discloses a single-turbine torque converter gearbox, including an input shaft, a single-turbine torque converter, first, second, and third clutches and an output shaft, the other end of the intermediate shaft is fixedly mounted on the input end of the second clutch, the third gear is fixedly mounted on the intermediate shaft, the first gear is fixedly mounted on the output end of the second clutch, one end of the first transmission shaft is fixedly connected to the input end of the third clutch, the other end of the first transmission shaft is fixedly connected to the input end of the first clutch, the second gear and the fifth gear are also fixedly mounted on the first transmission shaft, the fourth gear is fixedly mounted on the output end of the third clutch, the first gear is meshed with the second gear, and the third gear is meshed with the fourth gear. However, this method has a certain energy loss, which affects the fuel economy of the whole vehicle. In addition, the use of hydraulic torque converters also increases the complexity and manufacturing cost of the gearbox.

[0003] In recent years, torque converter-less transmissions have attracted widespread attention due to their simple structure and high transmission efficiency. However, torque converter-less transmissions are prone to power interruption during the gear shifting process, which not only affects driving comfort but also reduces the dynamic performance of the vehicle. Therefore, it is particularly important to develop an efficient and intelligent clutch control method for torque converter-less transmissions.

[0004] Existing clutch control methods for torque converter-free transmissions mostly rely on preset shifting logic and lack the ability to accurately perceive the real-time status of the vehicle and dynamically adjust it. This results in suboptimal shift timing under certain specific working conditions, such as rapid acceleration and climbing, which may cause shift delays or misjudgments, thus affecting the driving experience and performance of the vehicle. Summary of the invention

[0005] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a control method and device for a clutch of a torque converter-free transmission. The present invention is achieved through the following technical solutions:

[0006] A control method for a clutch of a torque converter-free transmission, the control method comprising:

[0007] Step S1: The gear shifting starts.

[0008] Step S2: Collect vehicle information, where the vehicle information includes the current gear position, the actual engine speed, and the requested speed of the accelerator pedal.

[0009] Step S3: Determine whether the gear position can be changed based on the vehicle information.

[0010] Step S4: If it is determined that the gear position cannot be changed, stop the gear shifting.

[0011] If it is determined that the gear position can be changed, further determine whether the gear can be upshifted.

[0012] If it is determined that upshifting is possible, perform upshifting; otherwise, only downshifting is allowed.

[0013] Preferably, Step S4 includes:

[0014] Step S41: Set the minimum upshift speed, and determine whether the current engine speed is greater than the minimum upshift speed. If the current engine speed is less than the minimum upshift speed, upshifting is not allowed, and only downshifting is allowed.

[0015] Preferably, Step S4 includes:

[0016] Step S42: Calculate the shift points.

[0017] The shift points include upshift points and downshift points. Different engine speeds correspond to different upshift points and downshift points. A shift point curve is generated based on the relationship between the engine speed and the shift points, and upshifting or downshifting is performed according to the corresponding relationship of the shift point curve.

[0018] Preferably, the calculation of the upshift points includes:

[0019] If the engine speed N is less than Nvmin, then Vu = Vumin; if the engine speed N is greater than Nvmax, then Vu = Vumax; if Nvmin < N < Nvmax, then Vu = Vumin+(N - Nvmin)*(Vumax - Vumin) / (Nvmax - Nvmin);

[0020] where Nv is the engine speed corresponding to the shift point, Nvmin is the lowest engine speed corresponding to the shift point, Nvmax is the highest engine speed corresponding to the shift point, Vu is the magnitude of the upshift point corresponding to the vehicle speed, Vumax is the maximum upshift point corresponding to the vehicle speed, and Vumin is the minimum upshift point corresponding to the vehicle speed;

[0021] The calculation of the downshift points includes:

[0022] If the engine speed N is less than Nvmin, then Vd = Vdmin; if the engine speed N is greater than Nvmax, then Vd = Vdmax; if Nvmin < N < Nvmax, then Vd = Vdmin + (N - Nvmin) * (Vdmax - Vdmin) / (Nvmax - Nvmin);

[0023] Wherein, Vd is the downshift point corresponding to the vehicle speed, Vdmax is the maximum downshift point corresponding to the vehicle speed, and Vdmin is the minimum downshift point corresponding to the vehicle speed.

[0024] Preferably, the control method further includes:

[0025] Step S5: Calculate the speed difference of the engine speed at the moment of shifting gears;

[0026] Step S6: Match different load conditions according to the speed difference;

[0027] Step S7: According to the load condition, execute the clutch solenoid valve control current corresponding to the load condition.

[0028] Preferably, calculating the speed difference of the engine speed at the moment of shifting gears in step S5 includes:

[0029] ΔN = Nreq - N;

[0030] Where: ΔN is the speed difference, Nreq is the requested engine speed, and N is the actual engine speed.

[0031] Preferably, the load conditions in step S6 include light load conditions and load conditions;

[0032] Set the upper limit value Nmin of the light load speed difference and the lower limit value Nmax of the heavy load speed difference. If the speed difference ΔN is less than or equal to Nmin, it is determined that the condition is a light load; if the speed difference ΔN is greater than or equal to Nmax, it is determined that the condition is a heavy load.

[0033] The present invention also provides a control device for a clutch of a torque converter - free transmission, and the control device applies the control method as described above.

[0034] Preferably, the control device includes an engine control unit EECU, a transmission control unit TECU, a handle unit, an accelerator pedal, a vehicle speed sensor, and a solenoid valve;

[0035] The transmission control unit TECU, the handle unit, the accelerator pedal, the vehicle speed sensor, and the solenoid valve are all electrically connected to the engine control unit EECU.

[0036] Compared with the prior art, the beneficial effects of the present invention are:

[0037] 1. The control method of the present invention can realize smooth gear shifting without a torque converter by judging the gear shifting conditions, thereby reducing the power interruption time and improving the vehicle's power performance and driving comfort. In addition, by reasonably judging the gear shifting conditions, mechanical damage caused by improper operation can be effectively avoided, thereby extending the service life of the gearbox.

[0038] 2. The present invention ensures that the upshift operation is not performed when the engine speed is too low by setting the minimum upshift speed, thereby avoiding the acceleration failure caused by insufficient speed and improving the power responsiveness and fuel economy of the vehicle during driving.

[0039] 3. The present invention calculates the shift points and generates a shift point curve, and then accurately calculates the upshift points and downshift points, and dynamically adjusts the shift timing according to the engine speed. It can better adapt to the needs under different driving conditions, optimize the shift logic, improve the driving experience and also improve fuel efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 is a flow chart of the control method of the present invention.

[0041] Figure 2 It is a flow chart of the automatic up / down gear control method of the present invention.

[0042] Figure 3 It is a schematic diagram of the corresponding relationship between the shift point and the engine speed in the present invention.

[0043] Figure 4 It is a schematic diagram of the shifting current curve under different loads in the present invention.

[0044] Figure 5 It is a schematic diagram of the structure of the control device of the present invention.

[0045] In the figure: 1. Engine control unit EECU; 2. Transmission control unit TECU; 3. Handle unit; 4. Vehicle speed sensor; 5. Accelerator pedal; 6. Solenoid valve. DETAILED DESCRIPTION

[0046] The present invention will be further described below in conjunction with the accompanying drawings.

[0047] Embodiment 1

[0048] The most commonly used clutch control method is to use typical PID control (proportional integral differential control) to control the slip time and current of the clutch; use the actual turbine speed conversion rate and target change rate for closed-loop control, and end PID control when the turbine speed approaches the turbine speed calculated for the target gear. Because PID control requires errors to be adjusted, there is a lag, which may reduce the reliability of the gearbox. Torque converterless gearboxes do not have a torque converter buffer, so under high torque and heavy load conditions, PID control may be triggered multiple times, and the shift quality cannot be guaranteed.

[0049] like Figure 1 – Figure 5 As shown, this embodiment provides a control method for a clutch of a torque converter-free transmission, the control method comprising:

[0050] Step S1, gear shifting starts;

[0051] Step S2, collecting vehicle information, wherein the vehicle information includes the current gear position, the actual engine speed, and the requested speed of the accelerator pedal;

[0052] Step S3, judging whether the gear position can be changed according to the vehicle information;

[0053] Step S4: If it is determined that the gear position cannot be changed, then stop shifting;

[0054] If it is determined that the gear position can be changed, it is further determined whether the gear position can be shifted up;

[0055] If it is determined that upshifting is possible, then upshifting is performed, otherwise only downshifting is allowed.

[0056] like Figure 1 The transmission control unit TECU2 shown collects the current gear, the actual engine speed, and the requested speed of the accelerator pedal 5. The transmission control unit TECU2 determines the current gear through the gear handle signal, analyzes the actual engine speed through CAN communication, calculates the engine requested speed corresponding to the opening of the accelerator pedal 5, and further determines whether the gear meets the change condition through the opening of the accelerator pedal 5, the vehicle speed, and the actual engine speed. By judging the conditions for gear shifting, smooth gear shifting can be achieved without a torque converter, reducing the time of power interruption, and improving the vehicle's power performance and driving comfort. In addition, by reasonably judging the conditions for gear shifting, mechanical damage caused by improper operation can be effectively avoided, and the service life of the gearbox can be extended.

[0057] Specifically, Figure 2 As shown, step S4 includes:

[0058] Step S41: Set the minimum upshift engine speed, and determine whether the current engine speed is greater than the minimum engine speed allowed for upshifting. If the current engine speed is less than the minimum upshift engine speed, upshifting is not allowed, and only downshifting is permitted. By setting the minimum upshift engine speed, it is ensured that upshifting does not occur when the engine speed is too low, thereby avoiding the phenomenon of weak acceleration due to insufficient speed and improving the power response and fuel economy during vehicle driving.

[0059] In this stage, the actual engine speed and vehicle speed information are received through CAN (bus information transmission), and combined with the current gear position information to determine whether to perform upshifting or downshifting operations. The specific conditional steps are as follows:

[0060] Condition 1): Obtain the gear position information, vehicle speed, and engine speed;

[0061] Condition 2): Determine whether the current engine speed is greater than the minimum engine speed allowed for upshifting. If it is less than the minimum upshift engine speed, upshifting is not allowed, and only downshifting is permitted;

[0062] Condition 3): Further execute sub-step S41 of step S4 to calculate the shift point;

[0063] The above-mentioned step S4 includes: step S42: Calculate the shift point;

[0064] The shift point includes an upshift point and a downshift point. Different engine speeds correspond to different upshift points and downshift points. A shift point curve is generated based on the relationship between the engine speed and the shift point, and upshifting or downshifting is performed according to the corresponding relationship of the shift point curve.

[0065] Preferably, the calculation of the upshift point includes:

[0066] If the engine speed N is less than Nvmin, then Vu = Vumin; if the engine speed N is greater than Nvmax, then Vu = Vumax; if Nvmin < N < Nvmax, then Vu = Vumin + (N - Nvmin) * (Vumax - Vumin) / (Nvmax - Nvmin);

[0067] Where, Nv is the engine speed corresponding to the shift point, Nvmin is the lowest engine speed corresponding to the shift point, Nvmax is the highest engine speed corresponding to the shift point, Vu is the magnitude of the upshift point corresponding to the vehicle speed, Vumax is the maximum upshift point corresponding to the vehicle speed, and Vumin is the minimum upshift point corresponding to the vehicle speed;

[0068] The calculation of the downshift point includes:

[0069] If the engine speed N is less than Nvmin, then Vd = Vdmin; if the engine speed N is greater than Nvmax, then Vd = Vdmax; if Nvmin < N < Nvmax, then Vd = Vdmin + (N - Nvmin) * (Vdmax - Vdmin) / (Nvmax - Nvmin);

[0070] Among them, Vd is the downshift point corresponding to the vehicle speed, Vdmax is the maximum downshift point corresponding to the vehicle speed, and Vdmin is the minimum downshift point corresponding to the vehicle speed.

[0071] As Figure 3 shown, it is determined whether the vehicle speed is in the shifting zone. If condition 2) is satisfied and the vehicle speed is in Figure 3 area a, then upshift is performed; if the vehicle speed is in area b, the original gear is maintained; if the vehicle speed is in area c, then downshift is performed.

[0072] By calculating the shift point and generating a shift point curve, and then accurately calculating the upshift point and downshift point, and dynamically adjusting the shift timing according to the engine speed, it can better meet the requirements under different driving conditions, optimize the shift logic, improve the driving experience and also improve the fuel efficiency.

[0073] Preferably, the control method further includes:

[0074] Step S5: Calculate the speed difference of the engine speed at the moment of shifting;

[0075] Step S6: Match different load conditions according to the speed difference;

[0076] Step S7: According to the load condition, execute the clutch solenoid valve control current corresponding to the load condition.

[0077] Preferably, calculating the speed difference of the engine speed at the moment of shifting in step S5 includes:

[0078] ΔN = Nreq - N;

[0079] Where: ΔN is the speed difference, Nreq is the requested engine speed, and N is the actual engine speed.

[0080] Preferably, the load conditions in step S6 include light load condition and heavy load condition;

[0081] Set the upper limit value Nmin of the light load speed difference and the lower limit value Nmax of the heavy load speed difference. If the speed difference ΔN is less than or equal to Nmin, then the condition is judged as light load; if the speed difference ΔN is greater than or equal to Nmax, it is judged as heavy load.

[0082] As Figure 4As shown, the clutch executes the light-load current curve a under light-load conditions, and the clutch executes the heavy-load current curve b under heavy-load conditions. According to the working conditions, the current curves under different working conditions are calculated, and the clutch executes the current curve.

[0083] Light load current parameters:

[0084] time T1a T2a T3a T4a Current I1a I2a I3a I4a

[0085] Heavy load current parameters:

[0086] time T1b T2b T3b T4b Current I1b I2b I3b I4b

[0087] After each gear shift, the time will return to zero and restart. The time from 0 to T1 is the rapid oil filling stage:

[0088] T1=V / Q,

[0089] Wherein, V is the volume of the clutch piston that can be moved when the friction plate is not slipping;

[0090] Q is the flow rate of oil entering the clutch when the clutch allows the maximum current;

[0091] T1-T3 is the sliding and friction stage of the vehicle:

[0092] T3-T1=2*dx*μ*r*k*ζ / j,

[0093] Wherein, dx is the displacement of the clutch piston from the beginning of friction plate sliding to the time when the friction plate is compacted;

[0094] μ is the friction coefficient;

[0095] r is the clutch pressure plate action radius;

[0096] k is the linear stiffness of the clutch;

[0097] ζ is i*η / J*R, i is the transmission system speed ratio, η is the transmission efficiency, J is the moment of inertia, and R is the wheel radius;

[0098] j is the vehicle impact degree;

[0099] T3-T4 is the bonding completion stage:

[0100] At this stage, the speeds of the clutch active plate and driven plate have reached synchronization, with basically no sliding friction and no impact, so quick engagement should be achieved, which can reduce the engagement time and the time when power is cut off during gear shifting.

[0101] Current curve under light load condition:

[0102] If ΔN<=Nmin, execute the light load current parameters:

[0103] T1 = T1a;

[0104] T2 = T2a;

[0105] T3 = T3a;

[0106] T4 = T4a;

[0107] I1=I1a;

[0108] I2=I2a;

[0109] I3=I3a;

[0110] I4=I4a;

[0111] Furthermore, the current curve is as follows:

[0112] If T<=T1, then I=Imax;

[0113] Wherein, T is the time after the gear shift, and Imax is the maximum current allowed by the clutch.

[0114] If T1= <T<=T2,

[0115] I=I1+(I2-I1)*(T-T1) / (T2-T1);

[0116] If T2= <T<=T3,

[0117] I=I2+(I3-I2)*(T-T2) / (T3-T2);

[0118] If T3= <T<=T4,

[0119] I=I3+(I4-I3)*(T-T3) / (T4-T3);

[0120] If T>=T4,

[0121] I = I4;

[0122] Heavy load condition current curve:

[0123] If ΔN>=Nmax, execute heavy load current parameters:

[0124] T1 = T1b;

[0125] T2 = T2b;

[0126] T3 = T3b;

[0127] T4 = T4b;

[0128] I1=I1b;

[0129] I2=I2b;

[0130] I3 = I3b;

[0131] I4 = I4b;

[0132] The current curve is as follows:

[0133] If T <= T1, then I = Imax;

[0134] Wherein, the shift moment is set as zero point, T is the time calculated after the shift zero point, and Imax is the maximum current allowed by the clutch.

[0135] If T1 < T <= T2, then I = I1 + (I2 - I1) * (T - T1) / (T2 - T1);

[0136] If T2 < T <= T3, then I = I2 + (I3 - I2) * (T - T2) / (T3 - T2);

[0137] If T3 < T <= T4, then I = I3 + (I4 - I3) * (T - T3) / (T4 - T3);

[0138] If T >= T4, then I = I4;

[0139] The current curve between light load and heavy load conditions;

[0140] T1 = T1a + (ΔN - Nmin) * (T1b - T1a) / ((Nmax - Nmin);

[0141] T2 = T2a + (ΔN - Nmin) * (T2b - T2a) / ((Nmax - Nmin);

[0142] T3 = T3a + (ΔN - Nmin) * (T3b - T3a) / ((Nmax - Nmin);

[0143] T4 = T4a + (ΔN - Nmin) * (T4b - T4a) / ((Nmax - Nmin);

[0144] I1 = I1a + (ΔN - Nmin) * (I1b - I1a) / ((Nmax - Nmin);

[0145] I2 = I2a + (ΔN - Nmin) * (I2b - I2a) / ((Nmax - Nmin);

[0146] I3 = I3a + (ΔN - Nmin) * (I3b - I3a) / ((Nmax - Nmin);

[0147] I4 = I4a + (ΔN - Nmin) * (I4b - I4a) / ((Nmax - Nmin);

[0148] The current curve is as follows:

[0149] If T <= T1, then I = Imax;

[0150] If T1 < T <= T2, then I = I1 + (I2 - I1) * (T - T1) / (T2 - T1);

[0151] If T2 < T <= T3, then I = I2 + (I3 - I2) * (T - T2) / (T3 - T2);

[0152] If T3 < T <= T4, then I = I3 + (I4 - I3) * (T - T3) / (T4 - T3);

[0153] If T >= T4, then I = I4.

[0154] Embodiment 2

[0155] As Figure 5 shown, this embodiment also provides a control device for a torque converter - less transmission clutch, and the control device applies the control method as described in Embodiment 1.

[0156] The control device includes an engine control unit EECU1, a transmission control unit TECU2, a handle unit 3, an accelerator pedal 5, a vehicle speed sensor 4, and a solenoid valve 6;

[0157] The transmission control unit TECU2, the handle unit 3, the accelerator pedal 5, the vehicle speed sensor 4, and the solenoid valve 6 are all electrically connected to the engine control unit EECU1.

[0158] The transmission control unit TECU2 acquires the current gear information through the handle unit 3, acquires the actual engine speed through the vehicle speed sensor 4, obtains the requested speed by collecting the information of the accelerator pedal 5, analyzes the actual engine speed through CAN communication, calculates the engine requested speed corresponding to the opening of the accelerator pedal 5, and further determines whether the gear meets the shift condition based on the opening of the accelerator pedal 5, the vehicle speed, and the actual engine speed. By judging the shift conditions, smooth gear shifting can be achieved without a torque converter, reducing the time of power interruption, improving the power performance and driving comfort of the vehicle. In addition, by reasonably judging the shift conditions, mechanical damage caused by improper operation can be effectively avoided, and the service life of the transmission can be extended.

Claims

1. A method for controlling a clutch of a torque converter-free transmission, characterized in that: The control method includes: Step S1, start shifting gears; Step S2, collect vehicle information, where the vehicle information includes the current gear position, the actual engine speed, and the requested speed of the accelerator pedal; Step S3, determine whether the gear position can be changed according to the vehicle information; Step S4, if it is determined that the gear position cannot be changed, stop shifting gears; If it is determined that the gear position can be changed, further determine whether the gear can be upshifted; If it is determined that upshifting is possible, perform upshifting, otherwise only downshifting is allowed.

2. The method for controlling a clutch of a torque converterless transmission according to claim 1, characterized in that: The said Step S4 includes: Step S41, set the minimum upshift speed, and determine whether the current engine speed is greater than the minimum speed allowed for upshifting. If the current engine speed is less than the minimum upshift speed, upshifting is not allowed and only downshifting is allowed.

3. The control method of a clutch of a torque converterless transmission according to claim 2, characterized in that: The said Step S4 includes: Step S42, calculate the shift points; The said shift points include upshift points and downshift points. Different engine speeds correspond to different upshift points and downshift points. A shift point curve is generated based on the relationship between the engine speed and the shift points, and upshifting or downshifting is performed according to the corresponding relationship of the shift point curve.

4. The method for controlling a clutch of a torque converterless transmission according to claim 3, characterized in that: The calculation of the upshift point includes: If the engine speed N is less than Nvmin, then Vu = Vumin; if the engine speed N is greater than Nvmax, then Vu = Vumax; if Nvmin < N < Nvmax, then Vu = Vumin+(N - Nvmin)*(Vumax - Vumin) / (Nvmax - Nvmin); Wherein, Nv is the engine speed corresponding to the shift point, Nvmin is the lowest engine speed corresponding to the shift point, Nvmax is the highest engine speed corresponding to the shift point, Vu is the magnitude of the upshift point corresponding to the vehicle speed, Vumax is the maximum upshift point corresponding to the vehicle speed, and Vumin is the minimum upshift point corresponding to the vehicle speed; The calculation of the downshift point includes: If the engine speed N is less than Nvmin, then Vd = Vdmin; if the engine speed N is greater than Nvmax, then Vd = Vdmax; if Nvmin < N < Nvmax, then Vd = Vdmin+(N - Nvmin)*(Vdmax - Vdmin) / (Nvmax - Nvmin); Wherein, Vd is the magnitude of the downshift point corresponding to the vehicle speed, Vdmax is the maximum downshift point corresponding to the vehicle speed, and Vdmin is the minimum downshift point corresponding to the vehicle speed.

5. The method for controlling a clutch of a torque converterless transmission according to claim 1, characterized in that: The control method further includes: Step S5, calculate the speed difference of the engine speed at the moment of shifting gears; Step S6, match different load conditions according to the speed difference; Step S7, according to the load condition, execute the clutch solenoid valve control current corresponding to the load condition.

6. The method for controlling a clutch of a torque converterless transmission according to claim 5, characterized in that: The calculation of the speed difference of the engine speed at the moment of shifting gears in the said Step S5 includes: ΔN = Nreq - N; Where: ΔN is the speed difference, Nreq is the requested engine speed, and N is the actual engine speed.

7. The method for controlling a clutch of a torque converterless transmission according to claim 6, characterized in that: The load conditions in the said Step S6 include light load condition and heavy load condition; Set the upper limit value Nmin of the light load speed difference and the lower limit value Nmax of the heavy load speed difference. If the speed difference ΔN is less than or equal to Nmin, it is determined that the condition is a light load. If the speed difference ΔN is greater than or equal to Nmax, it is determined that the condition is a heavy load.

8. A control device for a clutch of a torque converter-free transmission, characterized in that: The control device applies a control method for a torque converter-free transmission clutch as described in any one of claims 1-7.

9. The control device for a clutch of a torque converterless transmission according to claim 8, characterized in that: The control device comprises an engine control unit EECU (1), a transmission control unit TECU (2), a handle unit (3), an accelerator pedal (5), a vehicle speed sensor (4) and a solenoid valve (6); The transmission control unit TECU (2), the handle unit (3), the accelerator pedal (5), the vehicle speed sensor (4) and the solenoid valve (6) are all electrically connected to the engine control unit EECU (1).

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