CN103328846A - Dual clutch transmission for vehicle - Google Patents
Dual clutch transmission for vehicle Download PDFInfo
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- CN103328846A CN103328846A CN2012800047666A CN201280004766A CN103328846A CN 103328846 A CN103328846 A CN 103328846A CN 2012800047666 A CN2012800047666 A CN 2012800047666A CN 201280004766 A CN201280004766 A CN 201280004766A CN 103328846 A CN103328846 A CN 103328846A
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- Prior art keywords
- clutch
- friction clutch
- gear
- temperature
- vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0607—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate
- F16D2021/0615—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate the central input plate is supported by bearings in-between the two clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D21/00—Systems comprising a plurality of actuated clutches
- F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
- F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
- F16D2021/0684—Mechanically actuated clutches with two clutch plates
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1086—Concentric shafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30404—Clutch temperature
- F16D2500/30405—Estimated clutch temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50224—Drive-off
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/51—Relating safety
- F16D2500/5104—Preventing failures
- F16D2500/5106—Overheat protection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
- F16H2059/725—Sensing or calculating temperature of friction devices, e.g. clutches to prevent overheating of friction linings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
- F16H2061/128—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes the main clutch
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Mechanical Operated Clutches (AREA)
- Control Of Transmission Device (AREA)
Abstract
The dual clutch transmission for a vehicle in the present invention includes a first friction clutch and a second friction clutch sharing a drive-side plate, a first transmission mechanism rotationally connected to the first friction clutch, a second transmission mechanism rotationally connected to the second friction clutch, a clutch temperature detecting means for measuring or estimating the temperature of one of the jointly operating clutches when the vehicle is started up, and a control unit. The control unit includes: a high temperature determining means for comparing the measured or estimated temperature of the one clutch to a predetermined value to determine whether the clutch is in a high temperature state when the vehicle has come to a temporary stop; and a heat dissipation promoting means for switching to neutral the second transmission mechanism rotationally connected to the other clutch when the one clutch is in a high temperature state, and continuing the joined state of the other clutch from the temporary stop to vehicle startup. In this way, the heat dissipating characteristics of a friction clutch can be improved from temporary stop to startup of the vehicle, the rise in temperature can be suppressed, and costs can be reduced.
Description
Technical field
The present invention relates to Dual-clutch transmission for vehicle, relate in more detail the inhibition of the temperature rising of friction clutch, wherein, described Dual-clutch transmission for vehicle is installed on the vehicle and has 2 friction clutches that can switch independently jointing state and dissengaged positions.
Background technique
A kind of as transmission for vehicle has dual clutch transmission, and it has 2 clutches, is connected with motor or 2 input shafts disconnecting, the gear of setting respectively between each input shaft and output shaft by each clutch.Dual clutch transmission has the following advantages: by replaced action by 2 clutches transmitting torque is not interrupted, thereby can promptly carry out gear shifting operation.As each clutch, for example can be with drive the friction clutch of plate with friction material by clutch actuator.Gear is made of the gear of 4～7 grades of degree usually, can be by the well-known synchronizer arbitrary gear of engagement optionally.And, generally be to come solenoidoperated cluthes actuator and synchronizer by electric control device (ECU), consist of as a whole the synchromesh automatic transmission.
In addition, in friction clutch, usually when joint action, produce frictional heat temperature is risen.This temperature rises and easily becomes in not using the dry friction clutch of cold oil significantly, may exert an influence to endurance quality.Especially in Dual-clutch transmission for vehicle, it is large that the moment of torsion that is transmitted by clutch when vehicle start becomes, and it is large that frictional heat also becomes.Therefore, carrying out in the clutch of joint action temperature at the 1st fast gear that is used in starting rises and easily becomes large.One example of the technology that suppresses this clutch temp rising is disclosed in patent documentation 1.
The pressing plate of disclosed friction clutch in the patent documentation 1, it is characterized in that, have with the pressing plate of driver part (driving side plate) one rotation and with the friction clutch of driving side parts and pressing plate frictional engagement and clutch disk (driven side plate) that can the one rotation in, at least a portion with the face of the clutch disk frictional engagement of pressing plate is not roughened surface.In addition, in claim 3, it is characterized in that, described roughened surface forms roughly embossing shape, reticulate pattern or almost diamond shape, perhaps is provided with some grooves at described roughened surface.That is, concavo-convex in pressing plate formation, make cooling surface area become large.Thus, it is generally acknowledged the high pressing plate of radiating efficiency that frictional heat is provided, prevented that clutch disk is overheated.
Patent documentation 1: Japanese kokai publication hei 9-96320 communique
Summary of the invention
But, as patent documentation 1 example, even arrange concavo-convexly at the structure member of friction clutch, enlarge cooling surface area, also may not necessarily obtain satisfied heat dispersion if consider the reason of atmospheric temperature etc.For example, in the situation that friction clutch is configured in the engine compartment, owing to being subject to the impact of engine radiating, clutch ambient air temperature easily raises.Therefore, if the again starting after temporarily stopping of the vehicle in travelling then can produce a lot of frictional heats in high temperature atmosphere, make the excess Temperature of clutch, thereby can not eliminate the possibility that endurance quality is exerted an influence.In addition, if arrange concavo-convexly in the structure member of friction clutch, so correspondingly manufacture cost can rise.
In addition, in Dual-clutch transmission for vehicle, make the 1st fast gear carry out in the clutch of joint action temperature during starting and rise and easily become significantly and another clutch is rarely used in starting, often the temperature rising is little.Here, the general structure that adopts is: 2 clutches are shared the driving side plate that links with the driving source rotation, and heat can shift between clutch mutually.Therefore, if make heat transfer to expeditiously another clutch of low temperature side from a clutch of high temperature side, this can become a countermeasure of the temperature rising that suppresses clutch so.
The present invention just in view of the aforementioned technical background problem points makes, and the heat dissipation characteristics of the friction clutch when its problem that can solve provides a kind of improvement and temporarily stops from vehicle during to starting, suppresses temperature and rises and Dual-clutch transmission for vehicle with low cost.
Dual-clutch transmission for vehicle of the present invention has: the 1st friction clutch and the 2nd friction clutch, described the 1st friction clutch and the 2nd friction clutch are shared the driving side plate that links with the driving source rotation, have respectively and the opposed driven side plate that sets of described driving side plate, promote the pressing plate that described driven side plate slides at described driving side plate and the actuator that drives described pressing plate, and can switch and the jointing state of described driving source and the dissengaged positions that cuts off from described driving source; The 1st gear, described the 1st gear rotate link with mode and the described driving source that can connect or disconnect by described the 1st friction clutch, and can select in a plurality of gears 1; The 2nd gear, described the 2nd gear rotate link with mode and the described driving source that can connect or disconnect by described the 2nd friction clutch, and can select in a plurality of gears 1; The clutch temp detection unit, described clutch temp detection unit actual measurement or carry out the temperature of a clutch of joint action when inferring vehicle start in described the 1st friction clutch and described the 2nd friction clutch from described dissengaged positions to described jointing state; And control device, it controls described the 1st friction clutch, described the 2nd friction clutch, described the 1st gear and described the 2nd gear, described control device has: the high temperature identifying unit, when it temporarily stops in Vehicle Driving Cycle way, with actual measurement to or supposition to the temperature of a described clutch compare to judge the condition of high temperature with specified value; Promote the unit with heat radiation, when it is the condition of high temperature at a described clutch, to be made as neutral state with the 1st gear or the 2nd gear that described another clutch rotation links, and from the described described jointing state that continues described another clutch when temporarily stopping till the vehicle start.
In addition, described control device can also have the 1st heat radiation regulation unit, and wherein, the size of the degree of the described condition of high temperature of described the 1st heat radiation regulation unit and a described clutch is adjusted the length that described heat radiation promotes the actuation time of unit accordingly.
Perhaps, described control device can also have the 2nd heat radiation regulation unit, and wherein, described the 2nd heat radiation regulation unit is adjusted the release timing that described heat radiation promotes the unit according to the variation of the temperature of a described clutch.
In Dual-clutch transmission for vehicle of the present invention, when temporarily stopping, actual measurement or supposition carry out the temperature of a clutch of joint action when the vehicle start, compare to judge the condition of high temperature with specified value.Then, when a clutch is the condition of high temperature, to vehicle start, continue the jointing state of another clutch when temporarily stopping.That is, when a clutch that is used for starting is the condition of high temperature, another clutch is made as jointing state.Thus, by the driving side plate of sharing, promote the transfer of heat from a clutch to another clutch, the heat dissipation characteristics of clutch section integral body improves.Therefore, in temporarily stopping, the temperature of a clutch of the condition of high temperature is promptly descended, thereby the temperature that the frictional heat that the joint action in the time of can suppressing by starting produces causes rise.In addition, when the invention process, because the controlling method that only changes control device get final product, and do not need to change the structure of speed changer, therefore can not make the manufacture cost rising.
In addition, also have in the mode of the 1st heat radiation regulation unit at control device, adjust accordingly the length that heat radiation promotes the actuation time of unit with the size of the degree of the condition of high temperature of a clutch.In the present invention, during promoting the unit action, heat radiation can not use the gear that links with another clutch rotation.Therefore, when the condition of high temperature is severe, make heat radiation promote that the unit moves more longways to vehicle start when temporarily stopping, preferentially suppressing the temperature rising, can guarantee thus the endurance quality of clutch.In addition, when the condition of high temperature is slow, can finishes in advance heat radiation and promote the unit, the gear shifting operation that shifts up, thus can carry out preferentially accelerating the speed Control of maneuverability.
Perhaps, also have in the mode of the 2nd heat radiation regulation unit at control device, adjust release that heat radiation promotes the unit regularly according to the variation of the temperature of another clutch that is used for starting.Therefore, finish heat radiation and promote the unit when the temperature of a clutch drops on moment in the ideal range, may be controlled to tackle the shift-up gear shifting operation, thereby can take into account the speed Control of inhibition that the temperature of clutch rises and good acceleration maneuverability.
Description of drawings
Fig. 1 is the skeleton diagram of the Dual-clutch transmission for vehicle of expression embodiments of the present invention.
Fig. 2 is the side cut away view that the detailed structure to the 1st friction clutch and the 2nd friction clutch describes.
Fig. 3 is the side cut away view that the joint action to the 1st friction clutch describes.
Fig. 4 is the side cut away view that the joint action to the 2nd friction clutch describes.
Fig. 5 is the side cut away view that the control action to the 1st friction clutch that promotes the unit based on heat radiation and the 2nd friction clutch is illustrated.
Fig. 6 is the figure that the variation to the temperature of the clutch when temporarily stopping of the prior art being illustrated.
Fig. 7 is the figure that the variation of the temperature of the clutch during to temporarily stopping in the mode of execution is illustrated.
Fig. 8 is the figure that is illustrated through the gear shifting operation that makes till vehicle is established to the 2nd speed with the 1st speed starting when temporarily stopping of the prior art.
Fig. 9 A is to the figure that is illustrated through the gear shifting operation that makes till vehicle is established to the 2nd speed with the 1st speed starting when temporarily stopping in the mode of execution, and expression controls to remove the situation of the jointing state of the 2nd friction clutch by beginning to start to walk.
Fig. 9 B is to the figure that is illustrated through the gear shifting operation that makes till vehicle is established to the 2nd speed with the 1st speed starting when temporarily stopping in the mode of execution, represents the jointing state situation halfway of the 2nd friction clutch.
Fig. 9 C is to the figure that is illustrated through the gear shifting operation that makes till vehicle is established to the 2nd speed with the 1st speed starting when temporarily stopping in the mode of execution, the situation till the jointing state that represents the 2nd friction clutch proceeds to and sets up to the Variable Velocity Condition of the 2nd fast speed change.
Embodiment
With reference to Fig. 1～Fig. 9, describe being used for implementing embodiments of the present invention.Fig. 1 is the skeleton diagram of the Dual-clutch transmission for vehicle 1 of expression embodiments of the present invention.Dual-clutch transmission for vehicle 1 is that 5 speed of selecting to advance retreat in the gear of 1 speed one, the output torque of motor 91 is delivered to the device of differential motion 93 in the mode that can connect or disconnect.Dual-clutch transmission for vehicle 1 is made of the 1st friction clutch 21 and the 2nd friction clutch 22, the 1st input shaft 31, the 2nd input shaft 32, output shaft 4, the 1st gear 5, the 2nd gear 6, control device 7 and clutch temp detection unit 71 etc.
The 1st friction clutch 21 is for the output shaft 92 as the motor 91 of driving source, switches independently the jointing state that links with 31 rotations of the 1st input shaft and the position of the dissengaged positions that cuts off from motor 91.Equally, the 2nd friction clutch 22 is for the output shaft 92 as the motor 91 of driving source, switches independently the jointing state that links with 32 rotations of the 2nd input shaft and the position of the dissengaged positions that cuts off from motor 91.The 1st friction clutch 21 and the 2nd friction clutch 22 are respectively by driving according to the 1st clutch actuator 23 that moves from the instruction of control device 7 and the 2nd clutch actuator 24.The 1st friction clutch 21 and the 2nd friction clutch 22 are adjusted frictional engagement force independently of each other, and control clutch moment of torque Tc1, the Tc2 that transmits separately independently.
Fig. 2 is the side cut away view that the detailed structure to the 1st friction clutch 21 and the 2nd friction clutch 22 describes.The body portion of the 1st friction clutch 21 and the 2nd friction clutch 22 has axis AX, is constituted as general axisymmetric.Illustrate upside half part in two clutches 21,22 the dissengaged positions among Fig. 2.In addition, Fig. 3 is the side cut away view that the joint action to the 1st friction clutch 21 describes, and Fig. 4 is the side cut away view that the joint action to the 2nd friction clutch 22 describes.The 1st friction clutch 21 and the 2nd friction clutch 22 are shared and are driven side plate 25.In addition, the 1st friction clutch 21 and the 2nd friction clutch 22 have respectively driven side plate 261,262, and pressing plate 271,272.
At first, the structure of the 1st friction clutch 21 is described in detail.The 1st friction clutch 21 comprises driving side plate 25, and consists of in a side (right side among the figure) of the axis AX direction that drives side plate 25.Drive side plate 25 and be the roughly ring-shaped member that output shaft 92 rotations with motor 91 link.Be provided with bearing portion 95 in the interior all sides that drive side plate 25.The 1st input shaft 31 is applied in the axle center of bearing portion 95 in the mode that relatively rotates freely.
Shown in the arrow F11 of Fig. 3, if at a distolateral generation steering force of the 1st clutch actuator 23, on pressing plate 271, can apply so the steering force of the opposite side towards axis AX direction (left among the figure) that is represented by arrow F12.Thus, pressing plate 271 moves to the opposite side of axis AX direction, at first is crimped onto on the friction material 291 at driven side plate 261 back sides.Pressing plate 271 is moved further, and promotes driven side plate 261 to driving side plate 25.Like this, the friction material 281 of driven side plate 261 with drive side plate 25 and contact and begin friction slip.Then, if final pressing plate 271 moves to complete bonding point, then pressing plate 271, driven side plate 261 and driving side plate 25 these threes are mutually suppressed and are connect and synchronous rotary, thereby realize jointing state.
The 2nd friction clutch 22 is the structure that probably forms at axis AX direction counter-rotating the 1st friction clutch 21, in opposite side (left side among the figure) formation of the axis AX direction that drives side plate 25.Namely, driven side plate 262 also comes the opposite side of the axis AX direction of driving side plate 25, on axis AX direction, set in the mode that can move, be combined with the 2nd input shaft 32 splines in interior all sides, and on axis AX direction, be rotated link in the mode that can move.Driven side plate 262 has friction material 282,292 with 25 opposed of driving side plates and the back side.Pressing plate 272 and come slave end plate 261 axis AX direction opposite side and set, and drive the rotation of side plate 25 one, a side (right-hand among the figure) that moves to axis AX direction is carried out joint action.The 2nd clutch actuator 24 is the positions that drive pressing plate 272.
Shown in the arrow F21 of Fig. 4, if at a distolateral generation steering force of the 2nd clutch actuator 24, then pressing plate 272 be applied in by shown in the arrow F22, to the steering force of the side (right-hand among the figure) of axis AX direction.Thus, pressing plate 272 at first is crimped onto on the friction material 292 at driven side plate 262 back sides to a side shifting of axis AX direction.Pressing plate 272 is moved further, and promotes driven side plate 262 to driving side plate 25.Like this, the friction material 282 of driven side plate 262 with drive side plate 25 and contact and begin friction slip.Then, if final pressing plate 272 moves to complete bonding point, then pressing plate 272, driven side plate 262 and driving side plate 25 these threes are mutually suppressed and are connect and synchronous rotary, thereby realize jointing state.
In the 1st friction clutch 21 and the 2nd friction clutch 22, produce frictional heat during joint action, the temperature that consists of each parts (25,261,262,271,272 etc.) of clutch rises.The size of the temperature rising value amount of work that clutch 21,22 is finished during according to joint action and changing.In addition, because the temperature of each parts is not necessarily identical, therefore as the temperature T 1, the T2 that represent parts and for example be made as with pressing plate 271,272 temperature the 1st friction clutch 21 and the 2nd friction clutch 22.Be not limited to this, also can obtain temperature as the representative parts take other parts, perhaps obtain the mean temperature of whole parts.
The temperature rising value of the 1st friction clutch 21 can be obtained by following computing.The moment of torsion that transmits when at first the 1st friction clutch 21 carries out joint action and the speed discrepancy during the input output multiply each other, and can obtain the merit of finishing.Then, by being carried out integration in engaging time, this merit calculates whole amount of work.Then, whole amount of work are scaled heating value, divided by the thermal capacity of the 1st friction clutch 21, calculate the temperature rising value.Also can obtain by same computing the temperature rising value of the 2nd friction clutch 22.
Yet the actual measurement of moment of torsion is very difficult and computing is loaded down with trivial details.Therefore, in the present embodiment, use operation condition when the 1st friction clutch 21 and the 2nd friction clutch 22 carried out joint action as the temperature rising value mapping of the Schedule form of parameter.As parameter, for example use the throttle opening of motor 91, the engine speed Ne of motor 91, the rotational speed N 1 of the 1st input shaft 31 and the rotational speed N 2 of the 2nd input shaft 32.Throttle opening is the parameter of the output size of dictate engine 91, is equivalent to moment of torsion as parameter.In addition, easily computing (Ne-N1) and (Ne-N2) be used as speed discrepancy during the input output.Obtain in advance the mapping of temperature rising value by infrastest or emulation etc., and in the control device 7 that prestores.
In addition, in the jointing state of the 1st friction clutch 21 and the 2nd friction clutch 22, pressing plate 271,272, and comprise friction material 281,282,291,292 driven side plate 261,262, and drive side plate 25 these threes and mutually suppress and connect.Therefore, carrying out extraordinary heat from the high temperature side parts to the low temperature side parts among the three transmits.On the other hand, under dissengaged positions, this three is opposed across slight gap ground, compares jointing state heat and transmits reduction.About the 1st friction clutch 21 and the jointing state of the 2nd friction clutch 22 and the heat transfer characteristic under the dissengaged positions, also quantitatively obtain in advance by infrastest or emulation etc., and in the control device 7 that prestores.
In addition, dispel the heat in the air of this three to atmosphere, temperature reduces.About the 1st friction clutch 21 and the jointing state of the 2nd friction clutch 22 and the heat dissipation characteristics under the dissengaged positions, also quantitatively obtain in advance, and in the control device 7 that prestores.Clutch temp detection unit 71 described later uses the mapping of aforesaid temperature rising value and heat transfer characteristic and heat dissipation characteristics.
Return Fig. 1, the 1st input shaft 31 is by the 1st friction clutch 21, rotates the spindle unit that links with mode and the motor 91 that can connect or disconnect.In addition, the 2nd input shaft 32 is by the 2nd friction clutch 22, rotates the spindle unit that links with mode and the motor 91 that can connect or disconnect.The 1st input shaft 31 is bar-shaped, and the 2nd input shaft 32 is tubular, be disposed at coaxial inside and outside.The outlet side parts of right-hand member and the 1st friction clutch 21 link among the figure of the 1st input shaft 31.Left end passes and protrudes from the 2nd input shaft 32 among the figure of the 1st input shaft 31, is supported by ball bearing 36 axles.The outlet side parts of right-hand member and the 2nd friction clutch 22 link among the figure of the 2nd input shaft 32.The central part of the 2nd input shaft 32 is supported by ball bearing 37 axles.
Output shaft 4 is and the spindle unit that omits illustrated driving wheel rotation link.Output shaft 4 parallel configuration are downside in the figure of the 1st input shaft 31 and the 2nd input shaft 32.The two ends of output shaft 4 are supported by tapered roller bearing 46,47 axles.A tapered roller bearing 46 near output shaft 4 is fixedly installed output gear 48, output gear 48 and differential motion 93 engagements.Therefore, output shaft 4 transmits output torque by differential motion 93 to driving wheel.
The 1st gear 5 is arranged between the 1st input shaft 31 and the output shaft 4.The 1st gear 5 is the mechanisms that consist of the odd number speed gear of the 1st speed, the 3rd speed and the 5th speed, in other words, be optionally 3 groups of gear trains of engagement 51,53,55 in 1 group mechanism.If be described in detail, the left side is fixedly installed the 1st speed drive gear 51A in order from the figure of the 1st input shaft 31, is provided with the 3rd speed drive gear 53A in the mode that can freely rotate, is provided with the 5th speed drive gear 55A in the mode that can freely rotate.On the other hand, be provided with the 1st fast driven gear 51P at the opposed position of output shaft 4 in the mode that can freely rotate, be fixedly installed the 3rd fast driven gear 53P, be fixedly installed the 5th fast driven gear 55P.
The 1st speed drive gear 51A and the 1st fast driven gear 51P mesh all the time, become the 1st fast gear train 51 that consists of the 1st fast gear.If by the 1st speed with synchromesh mechanism 81(synchronizer) sleeve pipe S1, the 1st fast driven gear 51P is relative, and output shaft 4 rotations link, thus then the 1st fast gear train 51 engagement can transmitting torque.Equally, the 3rd speed drive gear 53A and the 3rd fast driven gear 53P mesh all the time, become the 3rd fast gear train 53 that consists of the 3rd fast gear.If by the sleeve pipe S35 of 3-5 speed with synchromesh mechanism 82,31 rotations of relative the 1st input shaft of the 3rd speed drive gear 53A link, thereby then the 3rd fast gear train 53 engagement can transmitting torque.In addition, the 5th speed drive gear 55A and the 5th fast driven gear 55P mesh all the time, become the 5th fast gear train 55 that consists of the 5th fast gear.If by the sleeve pipe S35 of 3-5 speed with synchromesh mechanism 82,31 rotations of relative the 1st input shaft of the 5th speed drive gear 55A link, thereby then the 5th fast gear train 55 engagement can transmitting torque.By diagram abridged interlocking mechanism, in the 1st fast gear train 51, the 3rd fast gear train 53 and the 5th fast gear train 55 only any 1 group by engagement optionally.
The 2nd gear 6 is arranged between the 2nd input shaft 32 and the output shaft 4.The 2nd gear 6 is the mechanisms that consist of the fast gear of even number of the 2nd speed and the 4th speed, in other words, is 1 group mechanism in 2 groups of gear trains 62,64 of engagement optionally.If be described in detail, the left side is fixedly installed the 4th speed drive gear 64 and the 2nd speed drive gear 62A in order from the figure of the 2nd input shaft 32.On the other hand, at the relative position of output shaft 4, be provided with the 4th fast driven gear 64P and the 2nd fast driven gear 62P in the mode that can freely rotate.
The 4th speed drive gear 64A and the 4th fast driven gear 64P mesh all the time, become the 4th fast gear train 64 that consists of the 4th fast gear.If by the sleeve pipe S24 of 2-4 speed with synchromesh mechanism 83, the 4th fast driven gear 64P is relative, and output shaft 4 rotations link, thereby then the 4th fast gear train 64 engagement can transmitting torque.Equally, the 2nd speed drive gear 62A and the 2nd fast driven gear 62P mesh all the time, become the 2nd fast gear train 62 that consists of the 2nd fast gear.If by the sleeve pipe S24 of 2-4 speed with synchromesh mechanism 83, the 2nd fast driven gear 62P is relative, and output shaft 4 rotations link, thereby then the 2nd fast gear train 62 engagement can transmitting torque.In the 4th fast gear train 64 and the 2nd fast gear train 62 only any 1 group by engagement optionally.
In addition, although omit among the figure, retreat the structure that gear can suitably use gear train in the past.
When vehicle start, usually use the 1st fast gear of the 1st gear 5.At this moment, carry out larger amount of work thereby the 1st friction clutch 21 carries out joint action, heating increases.Therefore, the temperature T 2 that the temperature T 1 of the 1st friction clutch 21 is compared the 2nd friction clutch 22 easily becomes large, and the 1st friction clutch 21 easily is absorbed in the condition of high temperature.
In addition, during vehicle travelled at ordinary times, one of the 1st friction clutch 21 and the 2nd friction clutch 22 became jointing state, and any one gear of the 1st gear 5 and the 2nd gear 6 is selected.Then, the time of the switch motion of gear is decided according to the condition criterion of shift cable and pre-gearshift (pre-shift line) line usually.That is, if the operating point of the travelling state of expression vehicle strides across the shift cable of regulation, Variable Velocity Condition is set up, the switch motion of beginning gear.In switch motion, the two becomes half-clutch state the 1st friction clutch 21 and the 2nd friction clutch 22, carries out a replacement action to another moment of torsion from the 1st input shaft 31 and the 2nd input shaft 32.In addition, if operating point strides across the pre-gearshift line of regulation, in advance gearshift condition is set up, the pre-gearshift action of beginning.Under pre-gearshift action, a clutch of the not transmitting torque in the 1st friction clutch 21 and the 2nd friction clutch 22 becomes dissengaged positions, by the 1st gear 5 and the 2nd gear 6 one of them and the next gear engagement of estimating that link with a clutch rotation.
Clutch temp detection unit 71 is unit of the temperature of actual measurement or a clutch that carries out joint action when inferring vehicle start in the 1st friction clutch 21 and the 2nd friction clutch 22 from the dissengaged positions to the jointing state.In the present embodiment, clutch temp detection unit 71 realizes by the software of control device 7, infers the two temperature T 1, T2 of the 1st friction clutch 21 and the 2nd friction clutch 22.Below, describe as an example of the estimation method of the temperature T 1 of the 1st friction clutch 21 example.
The 1st friction clutch 21 is provided in the engine compartment with motor 9.Therefore, clutch temp detection unit 71 is obtained the detection information of the intake air temperature sensor that is attached on the motor 91, and intake temperature is made as the atmospheric temperature of the 1st friction clutch 21.In addition, clutch temp detection unit 71 can use the mapping of aforesaid temperature rising value, the temperature rising value when obtaining the 1st friction clutch 21 and carrying out joint action.In addition, clutch temp detection unit 71 is held jointing state and the heat transfer characteristic under the dissengaged positions and the heat dissipation characteristics of the 1st friction clutch 21 quantitatively.Therefore, clutch temp detection unit 71 can use aforesaid atmospheric temperature, the mapping of temperature rising value, heat transfer characteristic and heat dissipation characteristics, infers that the time series of the temperature T 1 of the 1st friction clutch 21 changes.In addition, can set dedicated temperature sensor near the 1st friction clutch 21, be not to infer but observed temperature T1 yet.
High temperature identifying unit 72 is when arriving vehicle start when Vehicle Driving Cycle temporarily stops on the way, will carry out the temperature of a clutch of joint action and compare with specified value from the dissengaged positions to the jointing state, judges the unit of the condition of high temperature.Vehicle start carries out with the 1st speed usually, so high temperature identifying unit 72 will be compared with specified value T0 with the temperature T 1 that the 1st fast gear train 51 rotates the 1st friction clutch 21 that links.Specified value T0 suitably is set in the scope that thermal stress when carrying out joint action does not have influence on the endurance quality of the 1st friction clutch 21.When temperature T 1 surpassed specified value, high temperature identifying unit 72 was judged to be the condition of high temperature, computing overage Δ T1(=T1-T0).In addition, according to reference to the judgement of control device 7 of vehicle-state and driver's indication etc., in the situation with the 2nd speed starting, high temperature identifying unit 72 is compared the temperature T 2 of the 2nd friction clutch 22 with specified value T0, come computing overage Δ T2(=T2-T0).
Heat radiation promotes that unit 73 is to carry out the 1st friction clutch 21 of joint action and a clutch in the 2nd friction clutch 22 when being the condition of high temperature when vehicle start from the dissengaged positions to the jointing state, carries out the unit of control action.At this moment, heat radiation promotes unit 73 to be made as neutral state with the 1st gear 5 or the 2nd gear 6 that another clutch rotation links, and continues the jointing state of another clutch to vehicle start when temporarily stopping.
Fig. 5 is the side cut away view that the control action that promotes the 1st friction clutch 21 that unit 73 carries out and the 2nd friction clutch 22 by heat radiation is illustrated.The control action of the 1st friction clutch 21 that Fig. 5 represents to carry out joint action take the 1st when starting speed during as the condition of high temperature.Heat radiation promotion unit 73 at first under temporary transient halted state, like that at a distolateral generation steering force of the 2nd clutch actuator 24, applies the steering force shown in the arrow F24 to pressing plate 272 shown in arrow F23, the 2nd friction clutch 22 is made as jointing state.In addition, meanwhile, the 2-4 of the 2nd gear 6 speed is made as neutral state with synchromesh mechanism 83.
Then, enter the starting control based on control device 7, engagement the 1st fast gear train 51 is at a distolateral generation steering force (shown in the arrow F13) of the 1st clutch actuator 23, apply steering force (shown in the arrow F14) to pressing plate 271, make the 1st friction clutch 21 carry out joint action.According to this starting control, vehicle is with the 1st speed starting.Producing frictional heat in the 1st friction clutch 21 rises temperature T 1.Heat radiation promote unit 73 as required when temporarily stopping to vehicle start, keep the jointing state of the 2nd friction clutch 22.
Here, the 2nd friction clutch 22 being made as jointing state, is not for transmitting torque, but is used for improving heat transfer characteristic.Therefore, do not need to make pressing plate 272 to move to complete bonding point, only need pressing plate 272, driven side plate 262 and drive side plate 25 these threes to be in contact with one another, compare with dissengaged positions, heat transfer characteristic well gets final product.Thus, the high heat of the pressing plate 271 of the 1st friction clutch 21 of high temperature side and driven side plate 261 is promptly transferred on the driven side plate 262 and pressing plate 272 of low temperature side by driving side plate 25.As a result of, increase equivalently the surface area of high temperature side parts, promoted the heat radiation to atmosphere, promptly reduced the temperature T 1 of the 1st friction clutch 21.
In addition, the 1st heat radiation regulation unit 74 is to adjust accordingly the unit of length that heat radiation promotes the actuation time of unit 73 with the size of the degree of the condition of high temperature.That is, the temperature T 1 of the 1st heat radiation regulation unit 74 and the 1st friction clutch 21 is above the overage Δ T1(=T1-T0 of specified value T0) size adjust accordingly the time length of the jointing state of the 2nd friction clutch 22.But, behind the vehicle start, take moment of setting up to the Variable Velocity Condition of the 2nd speed or in advance gearshift condition as boundary, constantly finish the jointing state of the 2nd friction clutch 22 and return dissengaged positions at this, preparation is to the gear shifting operation of the 2nd speed.
Then, compared with the prior art, action and the effect of the Dual-clutch transmission for vehicle 1 of the mode of execution of formation as described above described.Fig. 6 is the figure that the variation to the temperature of the clutch when temporarily stopping of the prior art being illustrated.In addition, Fig. 7 is the figure that the variation of the temperature of the clutch during to temporarily stopping in the mode of execution is illustrated.In Fig. 6 and Fig. 7, the epimere of 3 charts represents rotating speed respectively, and the stage casing represents the temperature T 1 of the 1st friction clutch, and hypomere represents the torque T c of clutch.In addition, in Fig. 6 and Fig. 7, transverse axis is common time t respectively, the scope of the period t1～t3 in temporarily the stopping in the expression Vehicle Driving Cycle way.
At the epimere of the Fig. 6 that represents prior art, connect the period t1～t3 in temporarily stopping, engine speed NE is idling speed NEi fixedly, and the rotational speed N 1 of the 1st input shaft 31 and the 2nd input shaft 32, N2 are zero.In addition, shown in hypomere, the 1st friction clutch 21 and the 2nd friction clutch 22 are dissengaged positions, and the torque T c1 that can transmit, Tc2 are zero.Then, shown in the stage casing, the temperature T 1old of the 1st friction clutch 21 is high temperature T1H at moment t1, descends in time gradually.
At the epimere of the Fig. 7 that represents mode of execution, engine speed NE is fixed as idling speed NEi, and the rotational speed N 1 of the 1st input shaft 31 and the 2nd input shaft 32, N2 are zero.In addition, shown in hypomere, period t1～t3 that the 1st friction clutch 21 connects in temporarily stopping to be dissengaged positions, and the torque T c1 that can transmit is zero.On the other hand, be jointing state, the torque T c2(that generation can be transmitted ≠ 0 during the moment t2 of the moment t1 of the 2nd friction clutch 22 from temporarily stop in the way).As described above, this jointing state is not for transmitting torque, but is used for improving heat transfer characteristic.
Therefore shown in the stage casing, during t1～t2, the temperature T 1 of the 1st friction clutch 21 is compared the prior art that dotted line represents, promptly (precipitous ground) descends from high temperature T1H.In addition and since constantly during t2～t3 the 2nd friction clutch 22 be dissengaged positions, the downward trend of the temperature T 1 of the 1st friction clutch 21 and prior art are identical degree.As a result of, at moment t3, the temperature T 1 of the 1st friction clutch 21 is compared with the temperature T 1old of prior art, has reduced sloping portion Δ Tgood and improves.
Then, compared with the prior art, action and effect when continuing the jointing state of the 2nd friction clutch 22 till vehicle start describe.Fig. 8 is the figure that is illustrated through the gear shifting operation that makes till vehicle is established to the 2nd speed with the 1st speed starting when temporarily stopping of the prior art.In addition, Fig. 9 A～Fig. 9 C is the figure that is illustrated through the gear shifting operation that makes till vehicle is established to the 2nd speed with the 1st speed starting when temporarily stopping in the mode of execution.In Fig. 8 and Fig. 9 A～Fig. 9 C be respectively, the epimere of 3 charts represents rotating speed, and the stage casing represents the torque T c of clutch, and hypomere represents the state of the 2nd gear 6, and transverse axis is common time t.In addition, example at moment t11 in temporarily stopping, beginning starting control at moment t12, establish in moment t13 the 1st speed, set up the situation of establishing in moment t15 the 2nd speed to the Variable Velocity Condition of the 2nd speed at moment t14.
At the epimere of the Fig. 8 that represents prior art, the moment t11 in temporarily stopping, engine speed NE are idling speed NEi, and the rotational speed N 1 of the 1st input shaft 31 and the 2nd input shaft 32, N2 are zero.In addition, shown in the stage casing, the 1st friction clutch 21 and the 2nd friction clutch 22 are dissengaged positions, and the torque T c1 that can transmit, Tc2 are zero.Then, shown in hypomere, the shift-up variable speed operation after the 6 preparation startings of the 2nd gear is with the 2nd fast gear train 62 engagements.
Then, begin starting control based on control device 7 if the acceleration by the driver operates in t12 constantly, then the 1st friction clutch 21 carries out joint action, and the torque T c1 that can transmit increases.In addition, by joint action, the 1st input shaft 31 begins rotation, and rotational speed N 1 increases, near engine speed NE.If the rotational speed N 1 at moment t13 the 1st input shaft 31 is roughly consistent with engine speed NE, then the 1st speed is established, and afterwards, rotational speed N E, N1 increase gradually.During this period, the 2nd input shaft 32 is driven from output shaft 4 sides by the 2nd fast gear train 62, produces the rotational speed N 2(that matches with the 2nd speed and is illustrated by the broken lines).
If set up to the Variable Velocity Condition of the 2nd speed at moment t14, then the 1st friction clutch 21 cut off the action and the 2nd friction clutch 22 carry out joint action, the torque T c2(that the torque T c1 of the 1st friction clutch 21 is replaced by the 2nd friction clutch 22 is illustrated by the broken lines).If at moment t15, the 1st friction clutch 21 becomes dissengaged positions and the 2nd friction clutch 22 becomes jointing state, and then the 2nd speed is established.
To this, in the mode of execution shown in Fig. 9 A～Fig. 9 C, from temporarily stop, to vehicle start, continue the jointing state of the 2nd friction clutch 22.Fig. 9 A represents by beginning starting control, remove the situation of the jointing state of the 2nd friction clutch 22, situation till the jointing state of Fig. 9 C the expression the 2nd friction clutch 22 proceeds to and sets up to the Variable Velocity Condition of the 2nd fast speed change, the situation in the middle of Fig. 9 B has represented.State among the moment t11 in temporarily the stopping of Fig. 9 A～Fig. 9 C is identical, and shown in epimere, engine speed NE is idling speed NEi, and the rotational speed N 1 of the 1st input shaft 31 and the 2nd input shaft 32, N2 are zero.In addition, shown in the stage casing, the 1st friction clutch 21 is dissengaged positions, and the torque T c1 that can transmit is zero, and the 2nd friction clutch 22 is jointing state, the torque T c2(that generation can be transmitted ≠ 0).Then, shown in hypomere, the 2nd gear 6 is neutral state.
In Fig. 9 A, if begin to control based on the starting of control device 7 at moment t12, then the 1st friction clutch 21 carries out joint action, and the torque T c1 that can transmit increases.And by joint action, the rotational speed N 1 of the 1st input shaft 31 also increases, near engine speed NE.In addition, the jointing state of the 2nd friction clutch 22 is disengaged, and transfers to dissengaged positions by cutting off action.Thus, the 2nd input shaft 22 becomes free state, therefore can mesh the 2nd fast gear train 62 of the 2nd gear 6, produces the rotational speed N 2(that matches with the 2nd speed and is illustrated by the broken lines).If the rotational speed N 1 at moment t13 the 1st input shaft 31 is roughly consistent with engine speed NE, then the 1st speed is established, and rotational speed N E, N1 increase gradually afterwards.The action of arriving afterwards till the t15 constantly is same as the prior art.
In this case, during moment t11～t12, the 2nd friction clutch 22 is jointing state, and heat transfer characteristic improves, and the high temperature T1H of the 1st friction clutch 21 promptly reduces.In addition, owing to behind vehicle start, can finish in advance heat radiation and promoting unit 73 and the gear shifting operation that shifts up, therefore can carry out preferentially accelerating the speed Control of maneuverability.
Then, in Fig. 9 C, if begin to control based on the starting of control device 7 at moment t12, then the 1st friction clutch 21 carries out joint action, and the torque T c1 that can transmit increases.And by joint action, the rotational speed N 1 of the 1st input shaft 31 also increases, near engine speed NE.If the rotational speed N 1 at moment t13 the 1st input shaft 31 is roughly consistent with engine speed NE, then the 1st speed is established, and rotational speed N E, N1 increase gradually afterwards.At this moment, by the jointing state of the 2nd friction clutch 22, make the rotational speed N 2 of the 2nd input shaft 32 synchronous with engine speed NE.
If set up to the Variable Velocity Condition of the 2nd fast speed change at moment t14, then the jointing state of the 2nd friction clutch 22 is disengaged, and transfers to dissengaged positions by cutting off action.Thus, the 2nd input shaft 22 becomes free state, therefore can mesh the 2nd fast gear train 62 of the 2nd gear 6, makes the 2nd input shaft 32 produce the rotational speed N 2(that matches with the 2nd speed and is illustrated by the broken lines).In addition, the 1st friction clutch 21 cuts off action, and the 2nd friction clutch 22 carries out joint action, and the torque T c1 of the 1st friction clutch 21 is replaced by the torque T c2 of the 2nd friction clutch 22.If become dissengaged positions and the 2nd friction clutch 22 becomes jointing state at moment t15 the 1st friction clutch 21, then the 2nd speed is established.
In this case, between the longer-term of moment t11～t14, the 2nd friction clutch 22 is jointing state, and heat transfer characteristic improves, and the 1st friction clutch 21 high temperature T1H promptly and significantly reduce.In addition, the frictional heat that produces when joint action of the 1st friction clutch 21 also is released effectively.That is, owing to after the starting with the 1st speed, making heat radiation promote that unit 73 moves more longways, preferentially suppress temperature and rise, therefore can guarantee more reliably the endurance quality of the 1st friction clutch 21.
In addition, in Fig. 9 B, if begin to control based on the starting of control device 7 at moment t12, then the 1st friction clutch 21 carries out joint action, and the torque T c1 that can transmit increases.And by joint action, the rotational speed N 1 of the 1st input shaft 31 also increases, near engine speed NE.If the rotational speed N 1 at moment t13 the 1st input shaft 31 is roughly consistent with engine speed NE, then the 1st speed is established, and rotational speed N E, N1 increase gradually afterwards.At this moment, by the jointing state of the 2nd friction clutch 22, the rotational speed N 2 of the 2nd input shaft 32 is synchronous with engine speed NE.
Then, the moment tm before moment t14 sets up to the Variable Velocity Condition of the 2nd fast speed change, the jointing state of the 2nd friction clutch 22 is disengaged, and transfers to dissengaged positions by cutting off action.Thus, the 2nd input shaft 22 becomes free state, therefore can mesh the 2nd fast gear train 62 of the 2nd gear 6, makes the 2nd input shaft 32 produce the rotational speed N 2(that matches with the 2nd speed and is illustrated by the broken lines).At moment t14, the 1st friction clutch 21 cuts off action, and the 2nd friction clutch 22 carries out joint action, thereby the 1st friction clutch 21 torque T c1 are replaced by the torque T c2 of the 2nd friction clutch 22.If become dissengaged positions and the 2nd friction clutch 22 becomes jointing state at moment t15 the 1st friction clutch 21, then the 2nd speed is established.
In this case, in the length of the centre of t11～t1m, the 2nd friction clutch 22 is jointing state constantly, and heat transfer characteristic improves, and the high temperature T1H of the 1st friction clutch 21 promptly reduces the size of intermediate degree.
The length of the endurance of the jointing state of the 2nd friction clutch 22 when in addition, being judged to be the condition of high temperature is determined by the 1st heat radiation regulation unit 74.Thus, the Dual-clutch transmission for vehicle 1 of mode of execution is according to one of any among Fig. 7 and Fig. 9 A～Fig. 9 C and move.
According to the Dual-clutch transmission for vehicle 1 of mode of execution, actual measurement or infer is carried out when temporarily stopping to compare to judge the condition of high temperature with specified value to the temperature of the 1st friction clutch 21 of the joint action of vehicle start.Then, when the 1st friction clutch 21 is the condition of high temperature, to vehicle start, continue the jointing state of the 2nd friction clutch 22 when temporarily stopping.Thus, by the driving side plate 25 of sharing, promoted to shift from the heat of the 1st friction clutch 21 to the 2nd friction clutches 22, the heat dissipation characteristics of clutch section integral body improves.Therefore, in temporarily stopping, for the temperature of the 1st friction clutch 21 of the condition of high temperature can promptly descend, thereby the temperature that the frictional heat that the joint action in the time of can suppressing by starting produces causes rises.In addition, when enforcement is of the present invention, owing to only need the controlling method of change control device 7 to get final product, and do not need to change the structure of speed changer 1, so can not increase manufacture cost.
In addition, also have the 1st heat radiation regulation unit 74, adjust accordingly the length that heat radiation promotes the actuation time of unit 73 with the size of the degree of the condition of high temperature.Therefore, when the condition of high temperature is severe, to vehicle start, promote that by making heat radiation unit 73 move more longways when temporarily stopping, preferentially suppressing the temperature rising, thereby can guarantee the endurance quality of the 2nd friction clutch 21.In addition, when the condition of high temperature relaxed, the promotion unit 73 that can finish in advance to dispel the heat carried out to the shift-up gear shifting operation of the 2nd speed acceleration, thereby can carry out preferentially accelerating the speed Control of maneuverability.
In addition, the 1st of control device 7 the heat radiation regulation unit 74 also can replace the 2nd heat radiation regulation unit.In the 2nd heat radiation regulation unit, according to the variation of the temperature of a clutch in the 1st friction clutch 21 that is judged to be the condition of high temperature and the 2nd friction clutch 22, adjusting release that heat radiation promotes unit 73 regularly.For example, in temporarily stopping, the temperature T 1 of the 1st friction clutch 21 is compared with specified value T0, when being judged to be the condition of high temperature, the 2nd friction clutch 22 is jointing state, infers successively afterwards the temperature T 1 of the 1st friction clutch 21.Then, drop to moment below the specified value T0 in temperature T 1, remove the jointing state of the 2nd friction clutch 22.
In the mode with the 2nd heat radiation regulation unit, adjust release that heat radiation promotes unit 73 regularly according to the variation of the temperature T 1 of the 1st friction clutch 21.Therefore, be desirable scope in the 1st friction clutch 21 temperature T 1, for example finish heat radiation promotion unit 73 in the moment of dropping on below the specified value T0, may be controlled to tackle the shift-up gear shifting operation.Thus, can take into account the speed Control of inhibition that the temperature of the 1st friction clutch 21 rises and good acceleration maneuverability.
In addition, the present invention can be various application and distortion.
Description of reference numerals among the figure:
1: Dual-clutch transmission for vehicle; 21: the 1 friction clutches; 22: the 2 friction clutches; 23: the 1 clutch actuators; 24: the 2 clutch actuators; 25: drive side plate; 261,262: driven side plate; 271,272: pressing plate; 281,282,291,292: the friction material; 31: the 1 input shafts; 32: the 2 input shafts; 4: output shaft; 5: the 1 gears; 51,53,55: the 1 speed, the 3rd speed, the 5th fast gear train; 6: the 2 gears; 62,64: the 2 speed, the 4th fast gear train; 7: control device; 71: the clutch temp detection unit; 72: the high temperature identifying unit; 73: heat radiation promotes the unit; 74: the 1 heat radiation regulation units; 81: the 1 speed synchromesh mechanism; 82: the 3-5 speed synchromesh mechanism; 83: the 2-4 speed synchromesh mechanism; 91: motor; 92: output shaft; 93: differential motion; NE: engine speed; NEi: idling speed; N1, N2: the rotating speed of the 1st and the 2nd input shaft; Tc1, Tc2: the moment of torsion that can transmit in the 1st and the 2nd friction clutch; T1, T2; The temperature of the 1st and the 2nd friction clutch; T1H: high temperature.
Claims (3)
1. Dual-clutch transmission for vehicle is characterized in that having:
The 1st friction clutch and the 2nd friction clutch, described the 1st friction clutch and the 2nd friction clutch are shared the driving side plate that links with the driving source rotation, have respectively and the opposed driven side plate that sets of described driving side plate, promote the pressing plate that described driven side plate slides at described driving side plate and the actuator that drives described pressing plate, and can switch and the jointing state of described driving source and the dissengaged positions that cuts off from described driving source;
The 1st gear, described the 1st gear links with the mode that can connect or disconnect and the rotation of described driving source by described the 1st friction clutch, and can select in a plurality of gears 1;
The 2nd gear, described the 2nd gear links with the mode that can connect or disconnect and the rotation of described driving source by described the 2nd friction clutch, and can select in a plurality of gears 1;
The clutch temp detection unit, described clutch temp detection unit actual measurement or carry out the temperature of a clutch of joint action when inferring vehicle start in described the 1st friction clutch and described the 2nd friction clutch from described dissengaged positions to described jointing state; And
Control device, it controls described the 1st friction clutch, described the 2nd friction clutch, described the 1st gear and described the 2nd gear,
Described control device has:
The high temperature identifying unit, when it temporarily stops in Vehicle Driving Cycle way, with actual measurement to or supposition to the temperature of a described clutch compare to judge the condition of high temperature with specified value; With
Heat radiation promotes the unit, when it is the condition of high temperature at a described clutch, to be made as neutral state with the 1st gear or the 2nd gear that described another clutch rotation links, and from the described described jointing state that continues described another clutch when temporarily stopping till the vehicle start.
2. Dual-clutch transmission for vehicle according to claim 1, wherein,
Described control device also has the 1st heat radiation regulation unit, and the size of the degree of the described condition of high temperature of described the 1st heat radiation regulation unit and a described clutch is adjusted the length that described heat radiation promotes the actuation time of unit accordingly.
3. Dual-clutch transmission for vehicle according to claim 1, wherein,
Described control device also has the 2nd heat radiation regulation unit, and described the 2nd heat radiation regulation unit is adjusted the release timing that described heat radiation promotes the unit according to the variation of the temperature of a described clutch.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2011219896A JP5921126B2 (en) | 2011-10-04 | 2011-10-04 | Dual clutch transmission for vehicle |
| JP2011-219896 | 2011-10-04 | ||
| PCT/JP2012/006348 WO2013051256A1 (en) | 2011-10-04 | 2012-10-03 | Dual clutch transmission for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103328846A true CN103328846A (en) | 2013-09-25 |
| CN103328846B CN103328846B (en) | 2016-03-30 |
Family
ID=48043437
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201280004766.6A Expired - Fee Related CN103328846B (en) | 2011-10-04 | 2012-10-03 | Dual-clutch transmission for vehicle |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP5921126B2 (en) |
| CN (1) | CN103328846B (en) |
| DE (1) | DE112012001011B4 (en) |
| WO (1) | WO2013051256A1 (en) |
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| CN103711891A (en) * | 2013-12-30 | 2014-04-09 | 长城汽车股份有限公司 | Dual-clutch transmission starting control method |
| CN106895141A (en) * | 2015-12-21 | 2017-06-27 | 南京农业大学 | A kind of double-clutch speed changer control mode |
| CN107246445A (en) * | 2017-06-24 | 2017-10-13 | 重庆隆旺机电有限责任公司 | Half-clutching type double clutch |
| CN108216239A (en) * | 2016-12-12 | 2018-06-29 | 现代自动车株式会社 | The control method of vehicle with DCT |
| CN110435441A (en) * | 2019-08-16 | 2019-11-12 | 八方电气(苏州)股份有限公司 | Electric dynamo speed change system moment of torsion control structure and adjustment method |
| CN112443650A (en) * | 2019-09-02 | 2021-03-05 | 马自达汽车株式会社 | Control device for automatic transmission |
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| KR101459928B1 (en) * | 2013-07-16 | 2014-11-07 | 현대자동차주식회사 | Dct control method of vehicle |
| JP5748086B1 (en) | 2014-11-28 | 2015-07-15 | 昌克 ▲高▼野 | Dual clutch engagement / disengagement mechanism |
| KR101714248B1 (en) | 2015-10-28 | 2017-03-09 | 현대자동차주식회사 | Shift control method for vehicle with dct |
| KR101813542B1 (en) | 2016-10-06 | 2018-01-30 | 현대자동차주식회사 | A hybrid vehicle and controlling method for the same |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN103711891A (en) * | 2013-12-30 | 2014-04-09 | 长城汽车股份有限公司 | Dual-clutch transmission starting control method |
| CN103711891B (en) * | 2013-12-30 | 2016-06-01 | 长城汽车股份有限公司 | A kind of double-clutch speed changer starting control method |
| CN106895141A (en) * | 2015-12-21 | 2017-06-27 | 南京农业大学 | A kind of double-clutch speed changer control mode |
| CN108216239A (en) * | 2016-12-12 | 2018-06-29 | 现代自动车株式会社 | The control method of vehicle with DCT |
| CN107246445A (en) * | 2017-06-24 | 2017-10-13 | 重庆隆旺机电有限责任公司 | Half-clutching type double clutch |
| CN110435441A (en) * | 2019-08-16 | 2019-11-12 | 八方电气(苏州)股份有限公司 | Electric dynamo speed change system moment of torsion control structure and adjustment method |
| CN112443650A (en) * | 2019-09-02 | 2021-03-05 | 马自达汽车株式会社 | Control device for automatic transmission |
| CN112443650B (en) * | 2019-09-02 | 2023-12-05 | 马自达汽车株式会社 | Control device for automatic transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2013079675A (en) | 2013-05-02 |
| CN103328846B (en) | 2016-03-30 |
| WO2013051256A1 (en) | 2013-04-11 |
| JP5921126B2 (en) | 2016-05-24 |
| DE112012001011B4 (en) | 2016-04-14 |
| DE112012001011T5 (en) | 2013-11-28 |
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