JP2007057043A - Transmission with a plurality of clutches - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a transmission with a plurality of clutches for facilitating hill-hold. <P>SOLUTION: The transmission with the plurality of clutches comprises two input shafts 4, 5 with a common axial center arranged in a concentric manner, clutches C1, C2 arranged between each of the input shafts 4, 5 and a power source 1, two transmission output shafts 6, 8 to be rotated around axial centers isolated from the center axis of the input shafts in the radial direction, and gear ratio setting gear pairs 9-14 provided between the first clutch output shaft 4 and the third transmission output shaft 8 and between the second clutch output shaft 5 and the first transmission output shaft 6. The first-speed gear pair 9 for setting the maximum gear ratio is provided between the first clutch output shaft 4 and the third transmission output shaft 8, and a one-way clutch OWC of an over-running type is mounted in a torque transmission passage ranging from the first clutch output shaft 4 including the first-speed gear pair 9 to a second transmission output shaft 7. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a transmission control device configured to execute a shift of a transmission by switching engagement / release of a plurality of clutches.

  In the case of a hill start or the like, it is conceivable to perform hill hold control for preventing the vehicle from moving backward from when the brake is off until a sufficient driving force is transmitted to the wheels. In such a case, it is conceivable to realize a hill hold by providing a one-way clutch in a part of the gear pair constituting the gear stage to prevent the rotation of the drive shaft by the torque itself from the wheels.

  For example, in Patent Document 1, a first-speed gear train is provided in parallel in one of the power transmission paths, and only rotation transmission from the input side to the output side is allowed with respect to the first-speed gear train. An invention having a configuration in which a one-way clutch is provided is described.

  In Patent Document 2, as a first gear train, a drive gear and a driven gear integrally attached to an outer peripheral portion of a clutch sleeve of a first gear selection device are provided via a one-way clutch. An invention is described that is configured to be meshed at all times.

Further, Patent Document 3 discloses a second synchronization gear that always meshes with any one of the first drive gears at a position opposite to the second driven gear across the second gear train. An invention is described that is configured to be rotatably mounted on a countershaft.
Japanese Patent Publication No. 6-23594 JP-A-8-320054 Japanese Utility Model Publication No. 63-171747

  However, according to the invention of Patent Document 1, driving force is transmitted from the wheels to the transmission during hill hold. In other words, the first-speed gear train is transmitted from the output side to the input side. Since the one-way clutch described in Patent Document 1 does not transmit torque in such a case, it is not possible to generate a circulating torque, and it is necessary to take other measures to realize hill hold. is there.

  Further, according to the invention of Patent Document 2, since the one-way clutch is provided on the outer peripheral portion of the driven gear on the outer peripheral portion of the clutch sleeve of the first gear selection device, the dimension in the outer peripheral direction is increased. In addition, since the driven gear is incorporated in the clutch sleeve, the number of parts increases and the structure becomes complicated.

  The present invention has been made paying attention to such a technical problem, and an object thereof is to realize a hill hold while suppressing an increase in the number of parts.

  In order to achieve the above object, according to the present invention, a one-way clutch is provided on one gear of a pair of gears constituting a gear stage. More specifically, according to the first aspect of the present invention, two input shafts that rotate about the same axis are arranged concentrically with each other, and a shift clutch is provided between these input shafts and the power source. Two output shafts that are respectively arranged and rotate around an axis that is radially spaced from the rotation center axis of these input shafts, and between the first input shaft and the first output shaft, and In a multi-clutch transmission in which a gear pair for setting a predetermined gear ratio is provided between the second input shaft and the second output shaft, the largest gear ratio is set at the forward gear. A first speed gear pair is provided between the first input shaft and the first output shaft, and the first output shaft has a rotation axis common to the input shaft and serves as an input shaft. For the third output shaft installed on the propeller shaft side A one-way clutch is retrofitted in a torque transmission path that is connected and includes the first-speed gear pair from the first input shaft to the third output shaft. Torque is transmitted when the rotation speed of the input shaft side member is larger than the rotation speed of the first output shaft side member, and the rotation of the first input shaft side member of the one-way clutch is performed. When the number is smaller than the rotation speed of the first output shaft side member, torque transmission is blocked, and when the rotation of the one-way clutch is reversed, torque transmission is performed. It is a transmission.

  According to a second aspect of the present invention, in the first aspect, the one-way clutch is interposed between the driven gear constituting the first speed gear pair and the first output shaft. It is a transmission.

  Further, the invention of claim 3 is the invention according to claim 1, wherein the second input shaft is provided with a drive gear of a gear pair selected at the time of reverse travel, and the second output shaft is provided with a gear pair selected at the time of reverse travel. A transmission is provided with a driven gear.

  According to a fourth aspect of the present invention, in any one of the first to third aspects, the first output shaft is provided with a driven gear of a first speed gear pair, and the second output shaft is provided with the first speed. The transmission is characterized in that a driven gear other than the gear pair is provided.

  The invention of claim 5 is the invention according to claim 3 or 4, wherein the two input shafts are arranged concentrically, and the distance between the first output shaft and the input shaft is the second axis. The transmission is smaller than the distance between the output shaft and the input shaft.

  Further, a sixth aspect of the present invention is the transmission clutch according to any one of the first to fifth aspects, wherein the first speed gear pair and a gear pair other than the first speed gear pair are selected and engaged. Are provided at the same position in the axial direction.

  According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the drive gear of the sixth speed gear pair is provided on the most prime mover side of the second input shaft, and the sixth speed gear pair A driven gear is provided on the second output shaft most on the prime mover side, a drive gear of the fourth speed gear pair is provided on the propeller shaft side with respect to the sixth speed gear pair of the second input shaft, A driven gear of a speed gear pair is provided on the second output shaft closer to the propeller shaft than a sixth speed gear pair, and a drive gear of the second speed gear pair is for the fourth speed of the second input shaft. Drive gear of the second gear pair is provided on the propeller shaft side than the gear pair, and the driven gear of the second gear pair is provided on the propeller shaft side of the second output shaft than the fourth gear pair. Than the second speed gear pair of the second input shaft. The driven gear of the reverse gear pair is provided on the side of the propeller shaft, the propeller shaft side of the second output shaft is provided closer to the propeller shaft than the second speed gear pair, and the drive gear of the third speed gear pair is the first gear. The input shaft of the first speed gear is provided closer to the prime mover than the first speed gear pair, and the driven gear of the third speed gear pair is provided on the second output shaft closer to the prime mover than the first speed gear pair. A drive gear of the speed gear pair is provided on the first input shaft closer to the propeller shaft than the third speed gear pair, and a driven gear of the seventh speed gear pair is provided for the third speed on the second output shaft. A first switch that is provided closer to the propeller shaft than the gear pair and engages the first power transmission member and either the third output shaft or the drive gear of the seventh speed gear pair so as to rotate together. A clutch, the second output shaft, and the sixth speed A second switching clutch engaged so as to integrally rotate either the driven gear of the gear pair or the driven gear of the fourth speed gear pair, the second output shaft, and the driven gear of the second speed gear pair or A third switching clutch engaged so as to integrally rotate any one of the driven gears of the reverse gear pair, the second output shaft, and the driven gear of the third speed gear pair are integrally rotated. A fourth switching clutch to be engaged, wherein the output member rotates about a common axis with the rotation center axis of the input shaft, the first output member is provided with a first reduction gear, and the second The output shaft is provided with a second reduction gear, and the common output member is provided with a reduction driven gear that meshes with the first reduction gear and the second reduction gear. It is a transmission characterized by being cut.

  The invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein the reduction driven gear is composed of two gears having an output member as a common rotating shaft, and the first reduction driven gear is the first reduction driven gear. The second reduction driven gear meshes with the second reduction gear, and the second reduction driven gear meshes with the second reduction gear.

  In a ninth aspect of the present invention, the transmission according to the eighth aspect of the present invention, when the hill hold control is required, the transmission has any one of the gear pairs provided on the first input shaft other than the first speed gear pair. It is a transmission characterized by comprising means for selecting and engaging.

  Further, the invention according to claim 10 is the vehicle according to claim 8 or 9, wherein the climbing state determination means for determining the climbing state of the vehicle and the climbing state determination means determine that the vehicle is in the climbing state and are connected to the transmission. When the torque of the motor is not output and the brake pedal is not depressed, the hill hold that releases all the plurality of power transmission clutches and prevents the vehicle from moving backward on the uphill road A transmission comprising hill hold control means for performing control.

  The invention of claim 11 further comprises start state detecting means for detecting the start state of the vehicle according to claim 10, and when the start state detecting means determines that the vehicle is in the start control state, 2 is a transmission that engages one of a pair of gears provided on two input shafts.

  Furthermore, the invention of claim 12 is provided with hill hold releasing means for releasing the hill hold when the start state detecting means determines that the vehicle has advanced in any of claims 10 or 11. It is the transmission characterized by having.

  A thirteenth aspect of the invention is characterized in that, in the twelfth aspect, when the start state detecting means determines that the vehicle has started, the output torque of the prime mover input to the transmission is increased. Transmission.

  The invention according to claim 14 is the transmission according to claim 12, wherein after the hill hold is released by the hill hold release means, the transmission is switched to a gear stage having a high gear ratio.

  Further, the invention of claim 15 is the transmission according to claim 14, wherein when the required driving force of the vehicle becomes a predetermined value or more, the gear is switched to a gear stage having a high gear ratio.

  According to the first aspect of the present invention, the one-way clutch is attached between the gear and the member, and when the transmission of torque by the first speed gear pair is not performed, the one-way clutch rotates idly and the first speed gear. Engage when torque is transmitted by a pair. Further, when the vehicle is moving backward, the vehicle can reverse and transmit torque.

  According to the invention of claim 2, the one-way clutch is installed on the driven gear side of the first speed gear pair. Since the driven gear can have a larger diameter than the drive gear, the diameter of the one-way clutch can be increased, and therefore the strength of the one-way clutch can be increased. In addition, since the one-way clutch is installed between the output shaft and the driven gear, the structure can be simplified and the number of parts can be reduced.

  According to the invention of claim 3, when the vehicle is moving backward, the power transmission clutch provided on the second input shaft is released and reversely rotated, thereby suppressing torque circulation and smoothly moving the vehicle backward. Can be done.

  Furthermore, according to the invention of claim 4, driven gears other than the first speed gear pair are provided on the second output shaft, and only the first speed gear pair having a large gear diameter is used as the first output shaft. Is provided. Therefore, since the inter-axis distance between the second output shaft and the input shaft is determined only by the dimensions of the first speed gear pair having a slightly larger diameter, the inter-axis distance between the second output shaft and the input shaft. Can be reduced as much as possible, and an increase in the size of the transmission can be suppressed and an increase in weight can be suppressed.

  According to the invention of claim 5, the distance between the input shaft and the first output shaft arranged concentrically is smaller than the distance between the input shaft and the second output shaft. Yes. For this reason, since the same reduction drive gear is used, the reduction gear ratio on the first output shaft side can be increased, and a larger first speed gear ratio can be set than when the distance between the shafts is the same.

  Furthermore, according to the invention of claim 6, the gear pair of the first speed gear pair and any of the clutches that selectively engage the gear pair other than the first speed gear pair are at the same position in the axial direction. Is provided. For this reason, the total length of the transmission can be shortened.

  According to the seventh aspect of the present invention, these effects can be obtained with respect to the transmission of the reverse one-speed shift with the forward seven-speed shift.

  Furthermore, according to the invention of claim 8, in addition to the effect of the invention of claim 6, the degree of freedom in setting the gear ratio can be further increased.

  According to the invention of claim 9, the one-way clutch is provided in the first speed gear pair. That is, when the vehicle is moving backward, the circulation torque can be generated only by selecting and engaging any one gear pair provided on the first input shaft other than the first speed gear pair. There is no need to provide a mechanism for exclusive use of the hill hold, and an increase in size of the transmission can be suppressed.

  Furthermore, according to the invention of claim 10, the power transmission clutch does not need to be in a semi-engagement state for generating creep torque for the purpose of preventing the reverse movement, so that the durability of the power transmission clutch is reduced. The start control can be performed without any problems.

  According to the eleventh aspect of the invention, the vehicle can be started simply by engaging the power transmission clutch provided on the second power transmission member, so that the vehicle can start with good responsiveness.

  Furthermore, according to the twelfth aspect of the present invention, when the forward movement of the vehicle is detected, the hill hold is canceled. Therefore, the vehicle can be started without moving backward.

  According to the invention of claim 13, the engine torque is increased when the vehicle starts. Therefore, it is possible to ensure the driving force at the start.

  According to the invention of claim 14, after the hill hold is released, the transmission gear ratio is increased. Therefore, torque is increased and transmitted to the wheels, so that driving force can be ensured without the vehicle moving backward.

  Furthermore, according to the invention of claim 15, when the required driving force for the vehicle is equal to or greater than a predetermined value, the transmission gear ratio is increased. Therefore, the driving force at the time of starting can be increased.

  Next, the present invention will be described based on specific examples. FIG. 1 schematically shows an example of a drive train and a control system of a vehicle Ve according to an embodiment of the present invention. First, the vehicle Ve is provided with an engine 1 as a driving force source, and a transmission 3 is provided in a power transmission path formed between the engine 1 and the wheels 2. The transmission 3 has a first clutch output shaft 4, a second clutch output shaft 5, a first transmission output shaft 6, and a second transmission output shaft 7. The second clutch output shaft 5 is formed in a cylindrical shape, and the first clutch output shaft 4 is disposed inside the second clutch output shaft 5. Further, the first clutch output shaft 4 and the second clutch output shaft 5 are arranged coaxially, and the first clutch output shaft 4 and the second clutch output shaft 5 are configured to be relatively rotatable. Further, a first transmission output shaft 6 is disposed in parallel to the first clutch output shaft 4 and the second clutch output shaft 5, and the first transmission output shaft 6 and the second transmission output shaft 7 are arranged. Are arranged in parallel.

  Further, the transmission 3 includes a first speed gear pair 9 to a fourth speed gear pair 12, a sixth speed gear pair 13, and a seventh speed gear pair 14 in order to set the forward gear. Yes. First, the first speed gear pair 9 includes a first speed drive gear 15 and a first speed driven gear 16 meshed with the first speed drive gear 15. The first speed drive gear 15 is provided on the first clutch output shaft 4, and the first speed drive gear 15 and the first clutch output shaft 4 are configured to rotate integrally. On the other hand, the 1st speed driven gear 16 is provided in the 3rd transmission output shaft 8, and the 1st speed driven gear 16 and the 3rd transmission output shaft 8 are comprised so that relative rotation is possible. .

  The third transmission output shaft 8 and the first speed driven gear 16 mesh with each other via an overrunning type one-way clutch OWC. This overrunning type one-way clutch OWC is a roller provided between the inner ring and the outer ring when the rotational speed of the first speed driven gear 16 is larger than the rotational speed of the third transmission output shaft 8 when the vehicle moves forward. Alternatively, when the relative rotation between the inner ring and the outer ring is prevented by the sprags, torque is transmitted, and the rotational speed of the first speed driven gear 16 is smaller than the rotational speed of the third transmission output shaft 8 when the vehicle moves forward. The inner ring and the outer ring are allowed to rotate relative to each other, so that the transmission of the torque is suppressed. Further, when the vehicle is moving backward, the rollers or sprags provided between the inner ring and the outer ring prevent the relative rotation between the inner ring and the outer ring so that torque is transmitted.

  Next, the second speed gear pair 10 includes a second speed drive gear 17 and a second speed driven gear 18 meshed with the second speed drive gear 17. The 2nd speed drive gear 17 is provided in the 2nd clutch output shaft 5, and it is comprised so that the 2nd speed drive gear 17 and the 2nd clutch output shaft 5 may rotate integrally. In contrast, the second speed driven gear 18 is provided on the first transmission output shaft 6, and the second speed driven gear 18 and the first transmission output shaft 6 are configured to be relatively rotatable. .

  Further, the third speed gear pair 11 includes a third speed drive gear 19 and a third speed driven gear 20 meshed with the third speed drive gear 19. The third speed drive gear 19 is provided on the first clutch output shaft 4, and the third speed drive gear 19 and the first clutch output shaft 4 are configured to rotate integrally. On the other hand, the third speed driven gear 20 is provided on the first transmission output shaft 6 so that the third speed driven gear 20 and the first transmission output shaft 6 can be rotated relative to each other. .

  Further, the fourth speed gear pair 12 includes a fourth speed drive gear 21 and a fourth speed driven gear 22 meshed with the fourth speed drive gear 21. The fourth speed drive gear 21 is provided on the second clutch output shaft 5, and the fourth speed drive gear 21 and the second clutch output shaft 5 are configured to rotate integrally. On the other hand, the fourth speed driven gear 22 is provided on the first transmission output shaft 6, and the fourth speed driven gear 22 and the first transmission output shaft 6 are configured to be relatively rotatable. .

  Further, the sixth speed gear pair 13 includes a sixth speed drive gear 23 and a sixth speed driven gear 24 meshed with the sixth speed drive gear 23. The sixth speed drive gear 23 is provided on the second clutch output shaft 5, and the sixth speed drive gear 23 and the second clutch output shaft 5 are configured to rotate integrally. In contrast, the sixth speed driven gear 24 is provided on the first transmission output shaft 6, and the sixth speed driven gear 24 and the first transmission output shaft 6 are configured to be relatively rotatable. .

  Further, the seventh speed gear pair 14 includes a seventh speed drive gear 25 and a seventh speed driven gear 26 meshed with the seventh speed drive gear 25. The seventh speed drive gear 25 is provided on the first clutch output shaft 4 and is configured such that the seventh speed drive gear 25 and the first clutch output shaft 4 can rotate relative to each other. In contrast, the seventh speed driven gear 26 is provided on the first transmission output shaft 6, and the seventh speed driven gear 26 and the first transmission output shaft 6 are configured to rotate integrally.

  The second transmission output shaft 7 is provided with a reduction driven gear 29, and a first reduction drive gear 27 that meshes with the reduction driven gear 29 is provided at the third transmission output shaft 8 and meshes with the reduction driven gear 29. A second reduction drive gear 28 is provided on the first transmission output shaft 6. Further, the second transmission output shaft 7 and the first clutch output shaft 4 are configured to be engageable by a shift clutch C3.

  The transmission 3 has a reverse gear pair 30 for setting the reverse gear. The reverse gear pair 30 includes a reverse drive gear 31 and a reverse driven gear 32. The reverse drive gear 31 is provided on the second clutch output shaft 5, and the reverse drive gear 31 and the second clutch output shaft 5 are configured to rotate integrally. In contrast, the reverse driven gear 32 is provided on the first transmission output shaft 6, and the reverse driven gear 32 and the first transmission output shaft 6 are configured to be relatively rotatable.

  A plurality of shift clutches are provided corresponding to each shift gear pair. This speed change clutch is a device that controls the power transmission state between each gear constituting the speed change gear pair and each shaft. In this embodiment, a case where a synchronous meshing device (synchromesh mechanism) is used as a shifting clutch will be described. First, the transmission clutch C3 is provided on the first clutch output shaft 4. The transmission clutch C3 rotates integrally with the first clutch output shaft 4 and can operate in the axial direction of the first clutch output shaft 4, and the outer gear 34 rotates integrally with the second transmission output shaft 7. And a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 33 and that can operate in the axial direction together with the sleeve 33. The sleeve 33 is formed with an inner gear (not shown), and the outer gear 34 and the inner gear of the sleeve 33 are engaged and released when the sleeve 33 moves in the axial direction. Has been. When the outer gear 34 and the inner gear of the sleeve 33 are engaged, power transmission can be performed between the first clutch output shaft 4 and the second transmission output shaft 7. On the other hand, when the sleeve 33 is moved to the neutral position in the axial direction and the inner gear and the outer gear 34 of the sleeve 33 are released, the first clutch output shaft 4 and the second transmission output shaft 7 are released. It is impossible to transmit power between the two.

  The speed change clutch C3 also has a function as a clutch corresponding to the seventh speed gear pair 14. That is, an outer gear 44 that rotates integrally with the seventh speed drive gear 25 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 44 is provided. The sleeve 33 moves in the axial direction so that the outer gear 44 and the inner gear of the sleeve 33 are engaged and released. When the outer gear 44 and the inner gear of the sleeve 33 are engaged, the power is transmitted between the first clutch output shaft 4 and the first transmission output shaft 6 via the seventh speed gear pair 14. Communication can be performed. On the other hand, when the outer gear 44 and the inner gear of the sleeve 33 are released, the seventh speed gear pair 14 is routed between the first clutch output shaft 4 and the first transmission output shaft 6. It is impossible to transmit power. When the sleeve 33 is moved to the neutral position in the axial direction, it is possible to release the inner gear of the sleeve 33 from the two outer gears 34 and 44. Even if it is in the position, it meshes with only one of the two outer gears 34 and 44.

  A shift clutch C4 corresponding to the third speed gear pair 11 is provided on the first transmission output shaft 6. The transmission clutch C4 rotates integrally with the first transmission output shaft 6 and is operable in the axial direction of the first transmission output shaft 6. The outer gear 36 rotates integrally with the third speed driven gear 20. And a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 35 and that can operate in the axial direction together with the sleeve 35. The sleeve 35 is formed with an inner gear (not shown), and the outer gear 36 and the inner gear of the sleeve 35 are engaged and released when the sleeve 35 moves in the axial direction. Has been. When the outer gear 36 and the inner gear of the sleeve 35 are engaged, the third speed gear pair 11 is passed between the first clutch output shaft 4 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the sleeve 35 is moved to the neutral position in the axial direction and the inner gear and the outer gear 36 of the sleeve 35 are released, the first clutch output shaft 4 and the first transmission output shaft 6 are released. In this case, it becomes impossible to transmit power via the third speed gear pair 11.

  On the other hand, a shift clutch C5 corresponding to the second speed gear pair 10 is provided on the first transmission output shaft 6. The transmission clutch C5 rotates integrally with the first transmission output shaft 6 and can operate in the axial direction of the first transmission output shaft 6, and the outer gear 39 rotates integrally with the second speed driven gear 18. And a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 37 and that can operate in the axial direction together with the sleeve 37. The sleeve 37 is formed with an inner gear (not shown), and the outer gear 39 and the inner gear are engaged and released when the sleeve 37 moves in the axial direction. When the outer gear 39 and the inner gear of the sleeve 37 are engaged, the second speed gear pair 10 is passed between the second clutch output shaft 5 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the outer gear 39 and the inner gear of the sleeve 37 are released, the second gear pair 10 is connected between the second clutch output shaft 5 and the first transmission output shaft 6. It is impossible to transmit power via the route.

  The speed change clutch C5 also functions as a clutch corresponding to the reverse gear pair 30. That is, an outer gear 38 that rotates integrally with the reverse driven gear 32 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 38 is provided. The sleeve 37 moves in the axial direction so that the outer gear 38 and the inner gear of the sleeve 37 are engaged and released. When the outer gear 38 and the inner gear of the sleeve 37 are engaged, power is transmitted between the second clutch output shaft 5 and the first transmission output shaft 6 via the reverse gear pair 30. It becomes possible to do. On the other hand, when the outer gear 38 and the inner gear of the sleeve 37 are released, the reverse gear pair 30 is passed between the second clutch output shaft 5 and the first transmission output shaft 6. It becomes impossible to perform power transmission. When the sleeve 37 is moved to the neutral position in the axial direction, the inner gear of the sleeve 37 can be released from the two outer gears 38 and 39. Even if it is in the position, it meshes with only one of the two outer gears 38 and 39.

  A speed change clutch C 6 corresponding to the fourth speed gear pair 12 is provided on the first transmission output shaft 6. The transmission clutch C6 rotates integrally with the first transmission output shaft 6 and can operate in the axial direction of the first transmission output shaft 6, and the outer gear 41 rotates integrally with the fourth speed driven gear 22. And a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 40 and that can operate in the axial direction together with the sleeve 40. The sleeve 40 is formed with an inner gear (not shown), and the sleeve 40 moves in the axial direction so that the outer gear 41 and the inner gear of the sleeve 40 are engaged and released. ing. When the outer gear 41 and the inner gear of the sleeve 40 are engaged, the power is transmitted between the second clutch output shaft 5 and the first transmission output shaft 6 via the fourth speed gear pair 12. Communication can be performed. On the other hand, when the outer gear 41 and the inner gear of the sleeve 40 are released, the fourth speed gear pair 12 is routed between the second clutch output shaft 5 and the first transmission output shaft 6. It is impossible to transmit power.

  The speed change clutch C6 also has a function as a clutch corresponding to the sixth speed gear pair 13. That is, an outer gear 42 that rotates integrally with the sixth speed driven gear gear 24 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 42 is provided. The sleeve 40 operates in the axial direction so that the outer gear 42 and the inner gear of the sleeve 40 are engaged and released. When the outer gear 42 and the inner gear of the sleeve 40 are engaged, power is transmitted between the second clutch output shaft 5 and the first transmission output shaft 6 via the sixth speed gear pair 13. Communication can be performed. On the other hand, when the outer gear 42 and the inner gear of the sleeve 40 are released, the sixth speed gear pair 13 is routed between the second clutch output shaft 5 and the first transmission output shaft 6. It is impossible to transmit power. When the sleeve 40 is moved to the neutral position in the axial direction, the inner gear of the sleeve 40 can be released from the two outer gears 41 and 42. However, the inner gear of the sleeve 40 is Even if it is in the position, it meshes with only one of the two outer gears 41 and 42.

  The transmission 3 has an input shaft 45 connected to the engine 1. Further, the first switching clutch C1 that controls the power transmission state between the first clutch output shaft 4 and the input shaft 45, and the power transmission state between the second clutch output shaft 5 and the input shaft 45 are controlled. A two-switch clutch C2 is provided. As the first switching clutch C1 and the second switching clutch C2, for example, a friction clutch, more specifically, a wet clutch can be used. That is, the plates and the disks constituting the first switching clutch C1 and the second switching clutch C2 are lubricated and cooled by the lubricating oil. The first switching clutch C1 and the second switching clutch C2 are so-called dual clutches (in other words, twin clutches) configured to be able to control the engagement pressure or torque capacity separately. Note that there may be three or more switching clutches as long as the switching clutches are alternately switched at the time of shifting.

  On the other hand, the engine 1 includes an internal combustion engine and an external combustion engine. In this embodiment, a case where an internal combustion engine is used will be described. As the internal combustion engine, for example, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, or the like can be used. In this embodiment, a case where a gasoline engine is used as the engine 1 will be described. The engine 1 is a known engine having an electronic throttle valve, a fuel injection amount control device, an ignition timing control device, and the like. Further, the vehicle Ve is provided with a brake device (not shown). This brake device is constituted by a brake pedal operated by an occupant, a wheel cylinder provided on the wheel 2, and the like. Then, the hydraulic pressure of the wheel cylinder is controlled according to the operation of the brake pedal, and the braking force for the wheel 2 is adjusted.

  Next, the control system of the vehicle Ve will be described. Actuators capable of separately controlling the first switching clutch C1, the second switching clutch C2, and the shifting clutches C3, C4, C5, and C6 are provided. Yes. In this embodiment, a hydraulic actuator 46 is used as the actuator. That is, the first switching clutch C1, the second switching clutch C2, and the shifting clutches C3, C4, C5, C6 are all hydraulically controlled clutches, and a hydraulic chamber (not shown) is provided for each clutch. In addition, the hydraulic pressure in each hydraulic chamber is controlled by a hydraulic actuator 46. That is, the engagement pressure of the first switching clutch C1 and the second switching clutch C2 is controlled by the hydraulic actuator 48. The hydraulic actuator 46 has a known structure including a hydraulic circuit and a solenoid valve.

  In addition, an overall electronic control device 47 that controls the entire vehicle Ve is provided, and an engine electronic control device 48 that controls the engine 1 is provided. Further, a shift operation device 49 that is operated by an occupant to control the transmission 3 is provided, and a shift state display device 50 that displays a shift state in the transmission 3 is provided. The shift operation device 49 may have either a structure in which an occupant operates with a hand or a structure in which the occupant operates with a foot. By operating the shift operating device 49, the forward gear (drive position), the reverse gear (reverse position), the neutral position, the parking position, and the like can be selectively switched. Furthermore, the shift state display device 50 is configured to output the shift state of the transmission 3 by at least one display system such as lamp lighting, sound display, display display, or the like. An oil temperature sensor 56 for detecting the temperature of the lubricating oil and the hydraulic oil of the hydraulic actuator 46 and a sleeve position sensor 51 for detecting the position of the sleeve in the axial direction of each clutch are provided.

  The engine electronic control unit 48 receives signals from various sensors and switches. For example, signals such as the engine speed, the intake air amount, the intake air temperature, the accelerator opening, the throttle opening, the cooling water temperature, and the engine blow-up prohibition switch 52 are input to the engine electronic control device 48. The engine blow-in prohibition switch 52 can be provided on the shift operation device 49 or on an instrument panel or the like separately from the shift operation device 49. The engine electronic control device 48 outputs a signal for controlling the opening of the electronic throttle valve of the engine 1, the intake air amount, the ignition timing, the fuel injection amount, and the like.

  Signals from various sensors and switches are input to the integrated electronic control unit 47. The integrated electronic control unit 47 includes, for example, a rotational speed sensor 53 for the first clutch output shaft 4, a rotational speed sensor 54 for the second clutch output shaft 5, a rotational speed sensor 55 for the second transmission output shaft 7, Signals such as hydraulic oil temperature, brake pedal operation state, road condition obtained by the navigation system, shift operation device 49 operation state, road gradient sensor, acceleration sensor, and the like are input. From the general electronic control unit 47, a signal for controlling the hydraulic actuator 46, a signal for controlling the shift state display device 50, and the like are output. Signals are exchanged between the engine electronic control device 48 and the general electronic control device 47. In this embodiment, the rotational speeds of the various rotating members are parameters equivalent to the rotational speeds of the various rotating members.

  Next, control of the transmission 3 will be described. When setting the first forward speed of the transmission 3, all the shifting clutches C3, C4, C5, C6 are released or neutralized and the first switching clutch C1 is engaged. Thus, the engine output torque is transmitted from the first clutch output shaft 4 to the third transmission output shaft 8 via the first speed gear pair 9. That is, the first speed is set as the gear position of the transmission 3.

  When the transmission 3 is set to the second forward speed, the inner gear of the sleeve 37 and the outer gear 39 are engaged by the operation of the sleeve 37 of the shift clutch C5, and the second switching clutch. C2 is engaged, and all the sleeves of the speed change clutch other than the speed change clutch C5 are controlled to the neutral position. Such control makes it possible to transmit power between the input shaft 45 and the second transmission output shaft 7 via the second switching clutch C2 and the second speed gear pair 10, The gear ratio between the input shaft 45 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the second speed drive gear 17 and the second speed driven gear 18 constituting the second speed gear pair 10. It becomes. That is, the second speed is set as the gear position of the transmission 3.

  Since the second speed is set, the engine output torque is transmitted to the second transmission output shaft 7, but depending on the gear ratio between the reduction driven gear 29 and the first reduction drive gear 27, The number of revolutions of the three-transmission output shaft 8 is greater than the number of revolutions of the first speed driven gear 16. Therefore, the power transmission between the third transmission output shaft 8 and the first speed driven gear 16 is interrupted by the action of the one-way clutch OWC. This power transmission interruption is similarly performed when the third speed to the seventh speed are set.

  When the transmission 3 is set at the third forward speed, the inner gear of the sleeve 35 and the outer gear 36 are engaged by the operation of the sleeve 35 of the speed change clutch C4, and the first switching clutch. While C1 is engaged, the sleeves of the shifting clutches C3, C5, C6 other than the shifting clutch C4 are all controlled to the neutral position, and the second switching clutch C2 is released. Such control enables power transmission between the input shaft 45 and the second transmission output shaft 7 via the first switching clutch C1 and the third speed gear pair 11, and The gear ratio between the input shaft 45 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the third speed drive gear 19 and the third speed driven gear 20 constituting the third speed gear pair 11. It becomes. That is, the third speed is set as the gear position of the transmission 3.

  Furthermore, when setting the fourth forward speed with the transmission 3, the inner gear of the sleeve 40 and the outer gear 41 are engaged by the operation of the sleeve 40 of the shift clutch C6, and the second switching clutch. While C2 is engaged, the sleeves of the shift clutches other than the shift clutch C6 are all controlled to the neutral position, and the first switching clutch C1 is released. With such control, power can be transmitted between the input shaft 45 and the second transmission output shaft 7 via the second switching clutch C2 and the fourth speed gear pair 12, and The gear ratio between the input shaft 45 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the fourth speed drive gear 21 and the fourth speed driven gear 22 constituting the fourth speed gear pair 12. It becomes. That is, the fourth speed is set as the gear position of the transmission 3.

  Further, when the fifth speed of the forward gear is set by the transmission 3, the inner gear and the outer gear 34 of the sleeve 33 are engaged by the operation of the sleeve 33 of the speed change clutch C3, and the first switching clutch. While C1 is engaged, all of the sleeves of the speed change clutch other than the speed change clutch C3 are controlled to the neutral position, and the second switching clutch C2 is released. By such control, the first clutch output shaft 4 and the second transmission output shaft 7 are directly connected. That is, the fifth speed is set as the gear position of the transmission 3.

  Further, when the transmission 3 is set to the sixth forward speed, the inner gear of the sleeve 40 and the outer gear 42 are engaged by the operation of the sleeve 40 of the shift clutch C6, and the second switching clutch. While C2 is engaged, the sleeves of the shift clutches other than the shift clutch C6 are all controlled to the neutral position, and the first switching clutch C1 is released. By such control, it becomes possible to transmit power between the input shaft 45 and the second transmission output shaft 7 via the second switching clutch C2 and the sixth speed gear pair 13, The gear ratio between the input shaft 45 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the sixth speed drive gear 23 and the sixth speed driven gear 24 constituting the sixth speed gear pair 13. It becomes. That is, the sixth speed is set as the gear position of the transmission 3.

  When the seventh forward speed is set by the transmission 3, the inner gear and the outer gear 44 of the sleeve 33 are engaged by the operation of the sleeve 33 of the speed change clutch C3, and the first switching clutch. While C1 is engaged, all of the sleeves of the speed change clutch other than the speed change clutch C3 are controlled to the neutral position, and the second switching clutch C2 is released. Such control makes it possible to transmit power between the input shaft 45 and the second transmission output shaft 7 via the first switching clutch C1 and the seventh speed gear pair 14, The gear ratio between the input shaft 45 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the seventh speed drive gear 25 and the seventh speed driven gear 26 constituting the seventh speed gear pair 14. It becomes. That is, the seventh speed is set as the gear position of the transmission 3. Thus, the transmission 3 can selectively switch between the first speed and the seventh speed in the forward gear. That is, the transmission 3 is a stepped transmission that can switch the gear ratio stepwise or discontinuously.

  On the other hand, when the reverse gear (reverse position) is selected by operating the shift operation device 49, the inner gear of the sleeve 37 and the outer gear 38 are engaged by the operation of the sleeve 37 of the shift clutch C5. The second switching clutch C2 is engaged, the sleeves of the shifting clutches other than the shifting clutch C5 are all controlled to the neutral position, and the first switching clutch C1 is released. By such control, it becomes possible to transmit power between the input shaft 45 and the second transmission output shaft 7 via the second switching clutch C2 and the reverse gear pair 30, and the input shaft The gear ratio between the second transmission output shaft 7 and the second transmission output shaft 7 is a value corresponding to the gear ratio of the reverse drive gear 31, the idler gear 43, and the reverse driven gear 32 constituting the reverse gear pair 30. That is, the reverse speed is set by the transmission 3. Note that the rotation direction of the second transmission output shaft 7 is reversed between when the forward speed is set and when the reverse speed is set.

  When the forward gear or the reverse gear is selected, the input shaft 45 and the second transmission output shaft 7 are connected so as to be able to transmit power as described above, so that the engine 1 is operated and the accelerator pedal is depressed. In this case, that is, in a power-on state, the engine torque is transmitted to the wheels 2 via the transmission 3 to generate driving force. On the other hand, when the vehicle Ve is driven by repulsion, that is, in a power-off state in which the accelerator pedal is not depressed, the vehicle Ve corresponds to the kinetic energy of the vehicle Ve except for the first speed that does not transmit torque due to idling of the one-way clutch OWC The torque to be transmitted is transmitted from the wheel 2 to the engine 1 via the transmission 3, and an engine braking force is generated.

  Further, when the parking position or the neutral position is selected by the shift operation device 49, both the first switching clutch C1 and the second switching clutch C2 are released. Such control makes it impossible to transmit power between the input shaft 45 and the second transmission output shaft 7. When switching from the currently set shift speed to another shift speed (target shift speed), the outer gear corresponding to the current shift speed is operated by operating the clutch sleeve that sets the current shift speed. The inner gear of the sleeve is released, and the clutch sleeve corresponding to the target gear stage is operated to engage the outer gear that sets the target gear stage and the inner gear of the sleeve. . Further, when switching from the current shift speed to the target shift speed, when it is necessary to switch the engagement / release state of the first switching clutch C1 and the second switching clutch C2, the switching control is executed.

  In this embodiment, at the forward speed, the gear ratio in the transmission 3 increases as the number indicating the gear speed decreases. Here, the gear ratio of the transmission 3 is a value obtained by dividing the rotational speed of the input shaft 45 by the rotational speed of the second transmission output shaft 7. In this embodiment, the shift control in which the speed ratio at the target speed is larger than the speed ratio at the current speed is downshift. Further, the shift control in which the speed ratio at the target speed is smaller than the speed ratio at the current speed is the upshift. The transmission 3 is a so-called dual clutch transmission in which the torque capacity of the first switching clutch C1 and the torque capacity of the second switching clutch C2 are controlled when the gear ratio is switched. 3. That is, when changing the gear position of the transmission 3, a so-called clutch-to-clutch shift is performed in which the engagement / release of the first switching clutch C1 and the second switching clutch C2 is executed in parallel.

  In this embodiment, automatic transmission control and manual transmission control can be selected when switching the gear position of the transmission 3. The manual shift control is a control for selectively switching the first to seventh gears when the occupant manually operates the shift operating device 49. The automatic shift control refers to a traveling state of the vehicle Ve, for example, a vehicle speed, an accelerator opening, and a shift map stored in the general electronic control unit 47 when the forward gear is selected by the shift operation device 49. Based on this, the shift determination is performed and the first to seventh shift speeds are selectively switched. In this case, in the shift map, an upshift line that is a reference when upshifting from the current shift stage to another shift stage and a reference when downshifting from the current shift stage to another shift stage are performed. A downshift line is provided.

  Next, the operation of the one-way clutch OWC from the engine starting time point to the gear shifting time point at the start will be described. First, at the time of starting, immediately after the engine 1 is started, the rotation speed of the third transmission output shaft 8 and the rotation speed of the first speed driven gear 16 are both zero, so the one-way clutch OWC is in a released state. Yes.

  Then, the rotational speed of the engine increases, the rotational speed of the first speed driven gear 16 increases due to the engagement of the first switching clutch C1, and is higher than the rotational speed of the third transmission output shaft 8 (zero immediately after startup). When it rises, the one-way clutch OWC is engaged, and the torque from the engine 1 is transmitted to the third transmission output shaft 8 via the first-speed gear pair 9, so-called first-speed start (low start). . At this time, the shifting clutches C3 to C6 are in a neutral state.

  Thereafter, when the vehicle speed increases, the speed is changed, and when the rotational speed of the first speed driven gear 16 is lower than the rotational speed of the third transmission output shaft 8, the one-way clutch OWC is released and the first clutch output shaft 4 Torque transmission to the third transmission output shaft 8 is interrupted. At this time, as one of the speed change clutches C3 to C5 is engaged with the speed change, torque is transmitted via a gear pair other than the first speed gear pair 9. When the fifth speed is set, since the clutch C3 is engaged with the outer gear 34, torque is transmitted directly from the first clutch output shaft 4 to the second transmission output shaft 7. That is, when torque is transmitted via a gear train other than the first-speed gear pair 9, the one-way clutch OWC rotates idly and torque is not transmitted via the one-way clutch OWC.

  Thus, torque transmission by the one-way clutch OWC is automatically performed, so that the first speed start can be performed only by engaging the first switching clutch C1, and therefore, the first speed start can be quickly performed. Can be done.

  Further, during reverse travel in which the vehicle is moved backward, power can be transmitted via the second switching clutch C2 by releasing the first switching clutch C1.

  The one-way clutch OWC is installed on the first speed driven gear 16 side of the first speed gear pair 9. Since the first speed driven gear 16 can have a larger diameter than the first speed drive gear 15, the diameter of the one-way clutch OWC can be increased, so that the strength of the one-way clutch OWC can be increased. Further, since the one-way clutch OWC is installed between the third transmission output shaft 8 and the first speed driven gear 16, the structure can be simplified and the number of parts can be reduced. For example, there is no need to provide a one-way clutch on the sleeve, the structure is simplified, and the diameter of the sleeve can be reduced, so that the switching operation at the time of shifting accompanying an increase in drag loss is suppressed. Therefore, the increase in size of the speed change actuator can be suppressed.

  Further, the driven gears 24, 22, 18, 32, 20, 26 of gear pairs other than the first speed gear pair 9 are all provided on the first transmission output shaft 6. Therefore, since the inter-shaft distance between the third transmission output shaft 8 and the clutch output shafts 4 and 5 is determined by the dimensions of the first speed gear pair 9, the third transmission output shaft 8 and the clutch output shaft 4 , 5 can be determined excluding the first gear pair 9 having a large gear ratio, so that an increase in the size of the transmission can be suppressed and an increase in weight can be suppressed.

  Further, the inter-shaft distance between the concentrically arranged clutch output shafts 4 and 5 and the third transmission output shaft 8 is larger than the inter-shaft distance between the clutch output shafts 4 and 5 and the first transmission output shaft 6. It is getting smaller. For this reason, the gear ratio between the reduction driven gear 29 and the first reduction drive gear 27 can be increased, and the gear ratio can be set to be increased.

  The first speed drive gear 15 of the first speed gear pair 9 has a relatively small gear diameter and is provided on the first clutch output shaft 4. Therefore, there is a margin in the space around the circumferential direction of the first speed drive gear 15. Therefore, by providing any one of the shifting clutches C4, C5, and C6 in this space, it is possible to suppress an increase in the total length of the transmission. In other words, the first speed gear pair and any of the engagement clutches that select and engage a gear pair other than the first gear pair are provided at the same position in the axial direction. For this reason, the total length of the transmission can be shortened.

  On the other hand, when it is desired to suppress the backward movement of the vehicle, the shift clutch C4 is engaged with the outer gear 36 or the shift clutch C3 is engaged with the outer gear 34 or the outer gear 44 when the vehicle is retracted when the vehicle is stopped on the slope. To generate a circulating torque inside the transmission, and the torque from the wheels 2 needs to suppress the rotation of the second transmission output shaft 7. In the following description, the case where the speed change clutch C4 is engaged with the outer gear 36, that is, the case where the third speed gear pair is engaged will be described.

  As described above, the torque from the wheel 2 while the vehicle is stopped is generated by the second transmission output shaft 7, the reduction driven gear 29, the first reduction drive gear 27, the third transmission output shaft 8, and the one-way clutch OWC. And the first speed driven gear 16 and the first speed drive gear 15 are transmitted to the first clutch output shaft 4. Further, since the shift clutch C4 is engaged with the outer gear 36, the torque from the wheels 2 is generated by the second transmission output shaft 7, the reduction driven gear 29, the second reduction drive gear 28, and the first shift. This is transmitted to the first clutch output shaft 4 via the machine output shaft 6, the third speed driven gear 20, and the third speed gear pair 11.

  Here, the first speed and the third speed are simultaneously engaged. That is, since the second transmission output shaft 7 and the first clutch output shaft 4 perform power transmission with different gear ratios in parallel, they cannot rotate unless slipping occurs somewhere in the power transmission path. Since the one-way clutch OWC does not slip when the vehicle moves backward, the second transmission output shaft 7 cannot rotate, and a hill hold can be realized.

  Next, a specific example of hill hold control will be described with reference to FIG. FIG. 2 is a flowchart showing a specific example of the hill hold control. First, it is determined whether or not the current road gradient is greater than or equal to a predetermined value by the road gradient sensor (step S1).

  If a negative determination is made in step S1, this routine is exited. If a positive determination is made in step S1, that is, if the current road gradient is greater than or equal to a predetermined value, a reverse prevention function, It is determined whether or not the hill hold function is necessary (step S2). Here, the state where the reverse prevention function is necessary is, for example, a case where the road gradient is equal to or higher than a predetermined value, the forward gear is selected, the vehicle is stopped, and the parking brake is not operated. More specifically, this is the state from when the parking brake is released at the start of the hill to when the engine starts up.

  If a negative determination is made in step S2, this routine is exited, but if a positive determination is made in step S2, that is, if it is determined that a reverse prevention function is necessary, the routine for shifting is immediately performed. The clutch C4 is engaged with the outer gear 36, and the third speed is set (step S3). Then, this routine is exited.

  That is, the one-way clutch OWC provided on the third transmission output shaft 8 is engaged when the vehicle moves backward, the first speed gear pair 9 is selected, and torque from the wheels is transmitted. When the hill hold is necessary, in addition to the first speed gear pair 9, the third speed gear pair 11 connected to the second transmission output shaft 7 is selected, and torque from the wheels is transmitted. Since the first speed gear pair 9 and the third speed gear pair 11 have different gear ratios, a circulating torque is generated inside the transmission. Therefore, even when the switching clutches C1 and C2 are released and the torque from the engine 1 is not input to the transmission 3, the rotation of the first clutch output shaft 4 can be prevented and the hill hold can be realized. it can.

  Further, the one-way clutch OWC is provided on the third transmission output shaft 8 and is automatically engaged when the vehicle is reverse to transmit torque. And when the one-way clutch is engaged when the vehicle is reverse, if the third speed gear pair 11 is selected, the hill hold can be realized, so there is no need to provide a dedicated hill hold stage, and the transmission can be enlarged. Can be suppressed. The selection is not limited to the third speed gear pair 11 but may be the fifth speed or the seventh speed.

  That is, in the above embodiment, the third speed gear train 11 is selected during the hill hold control. However, as shown in FIGS. 3 and 4, the speed change clutch C3 is engaged with the outer gear 34 or the outer gear 44. May be. In short, it is only necessary to perform control so as to generate a circulating torque in the transmission by simultaneously selecting gear stages having different gear ratios set in the first clutch output shaft 4 during the hill hold control.

  Further, the one-way clutch OWC may be provided at any gear stage, but in the above-described embodiment, the one-way clutch OWC is provided at the gear stage (first gear) having the lowest gear ratio. By providing at the first speed stage, it is possible to secure the driving force when the start control is performed immediately without performing the hill hold control after the vehicle stops.

  On the other hand, when starting with a large gear ratio, for example, when starting second gear, the creep torque is small, so the vehicle may move backward if the hill hold control is canceled immediately before starting. Moreover, in the twin clutch type transmission, the creep torque is generated by setting the switching clutches C1 and C2 to the half-engaged state. Therefore, if the duration of the generation of the creep torque is long, the switching clutch C1 and C2 The temperature of the friction surface of C2 rises and the durability deteriorates. Therefore, it is necessary to perform start control while avoiding the half-engaged state of the changeover switches C1 and C2 as much as possible.

  FIG. 5 is a flowchart showing an example of such start control when starting on a slope. First, it is determined whether or not the vehicle is stopped (step S11). If a negative determination is made in step S11, the vehicle has not stopped, so the switching clutch C1 or C2 is set to a half-engaged state (step S110), creep torque is generated, and hill hold control is released (step S110). S111). That is, start control is performed.

  On the other hand, if a positive determination is made in step S11, it is determined whether or not the brake is off (step S12). When a negative determination is made in step S12, control during stop is performed (step S19). In the stopping control, first, the switching clutches C1 and C2 are disengaged, and only the hydraulic pressure for ensuring the response at the start control switching is output. Further, in the case of an uphill road, hill hold control is added in addition to the control for disengaging the switching clutches C1 and C2.

  If a positive determination is made in step S12, it is determined whether or not the vehicle is currently on an uphill road and hill hold control is being performed (step S13). When a negative determination is made in step S13, that is, when the vehicle is about to start, the switching clutch C1 or C2 is brought into a semi-engaged state in order to generate creep torque (step S18). That is, start control is performed.

  If the determination in step S13 is affirmative, it is determined whether or not the accelerator is fully closed (step S14). If the determination in step S14 is affirmative, that is, if the accelerator pedal is not depressed and the driver is not willing to start, the control during the stop is continued or executed (step S15). This control is the same control as step S19. Thereafter, the hill hold control is continued or executed (step S16).

  Further, if the determination in step S14 is negative, that is, if it is determined that the driver is willing to start, the switching clutch C1 or C2 is brought into a semi-engagement state (step S17), and the creep torque is set. At the same time, the hill hold control is continued or executed (step S16). That is, start control is performed.

  On the other hand, when shifting to the start control from the execution of the hill hold control, the drive speed is insufficient by switching the gear position at the start according to the required drive force determined by the gradient of the roadway or the amount of depression of the accelerator pedal of the driver. It is conceivable to start uphill while preventing this. FIG. 6 is a flowchart in the case where the shift speed switching control is performed.

  First, it is determined whether or not the current vehicle state is starting control from hill hold control control (step S21). That is, it is determined whether or not the hill hold control control is performed during the previous routine execution. If a negative determination is made in step S21, that is, if the hill hold control control is not performed during the previous routine execution, this routine is exited.

  On the other hand, if the determination in step S21 is affirmative, that is, if the hill hold control control is performed at the time of the previous routine execution in step S21, the gradient of the travel path and the depression amount of the driver's accelerator pedal It is determined whether the required driving force determined by the above is smaller than a predetermined value TUPHIL (step S22). If a negative determination is made in step S22, it is determined that the required driving force is large, and the vehicle starts at a gear stage having a larger gear ratio. In this embodiment, the vehicle starts at the first speed. Therefore, the first switching clutch C1 is half-engaged and a creep torque is generated (step S24).

  If the determination in step S22 is affirmative, it is determined that the required driving force is small, and the vehicle starts at a gear position with a smaller gear ratio. In this embodiment, the vehicle starts at the second speed. Therefore, the second switching clutch C2 is half-engaged and a creep torque is generated (step S23).

  Next, FIG. 7 shows a time chart when the above control is performed. The hill hold control is performed at the third speed. From the hill hold control state (before time A) when the vehicle is in an uphill state, even if the brake is turned off (time A), the gear position is maintained at the third speed (time A to time B). When the accelerator is turned on and the engine speed Ne increases, the half-engagement amount of the second switching clutch C2 increases, the amount of transmitted engine torque increases, and start control is started. (From time B to time C).

  When the forward determination is finally established (when a negative determination is made in step S14, time C), the gear position corresponding to the first switching clutch C1 is switched to the first speed side, and the hill hold control is released (time C). . Thereafter, when the determination of insufficient driving force is established (at time D), the amount of engagement of the first switching clutch C1 increases, so that the transmitted torque increases and the amount of engagement of the second switching clutch C2 decreases. As a result, the transmitted torque is reduced, and so-called clutch-to-clutch control is performed (after time D).

  Conventionally, as shown by the broken line, when starting control is performed from the hill hold control state in an uphill state, the engine torque (creep torque) is increased immediately after the brake is released (time A) in order to suppress the reverse of the vehicle. Simultaneously with the generation of the creep torque, a shift from the third speed to the first speed is performed immediately. As indicated by the broken line, the degree of engagement of the second switching clutch C2 is increased in order to transmit the creep torque, so that the temperature of the friction material of the second switching clutch C2 is increased and the durability is decreased.

  On the other hand, as indicated by the solid line, in the present invention, no shift is performed until the forward determination is established (time C). Therefore, since the hill hold control state is maintained up to time point C, it is possible to suppress an increase in creep torque, to suppress an increase in temperature of the friction material of the second switching clutch C2, and to reduce durability. Can be suppressed.

  Further, during the hill hold control, the switching clutches C1 and C2 do not need to be in a semi-engaged state for generating creep torque for the purpose of preventing reverse movement, thereby reducing the durability of the switching clutches C1 and C2. Start control can be performed without any problems.

  When the vehicle needs to be started, the vehicle can start only by engaging the second switching clutch C2 provided on the second clutch output shaft 5, so that the vehicle can start with good responsiveness.

  Furthermore, the hill hold is canceled when the forward movement of the vehicle is detected. Therefore, the vehicle can be started without the vehicle retreating.

  The engine torque is increased when the vehicle starts. Therefore, it is possible to ensure the driving force at the start.

  Further, after the hill hold is released, the transmission gear ratio is increased. Therefore, torque is increased and transmitted to the wheels, so that driving force can be ensured without the vehicle moving backward.

  Further, a reverse gear pair 30 which is a gear pair selected at the time of reverse drive is provided on the second transmission output shaft 7. For this reason, the power transmission path including the one-way clutch OWC and the power transmission path including the reverse gear pair 30 are separated, so that the generation of the circulating torque during the reverse travel is avoided, and the transmission mechanism is locked. Can be avoided.

  Furthermore, the transmission gear ratio is increased when the required driving force for the vehicle is greater than or equal to a predetermined value. Therefore, the driving force at the time of starting can be increased.

  In the above embodiment, the reduction transmission gear 29 is provided on the second transmission output shaft 7, and the second reduction drive gear 28 provided on the first transmission output shaft 6 and the third transmission output shaft 8 provided on the third transmission output shaft 8. Although the one reduction drive gear 27 is configured to mesh with the reduction driven gear 29, the reduction driven gear may be configured by two gears having the second transmission output shaft 7 as a common rotating shaft. FIG. 8 shows an example in which the reduction driven gear is composed of two gears.

  The second transmission output shaft 7 is provided with a first reduction driven gear 29A and a second reduction driven gear 29B, the first transmission output shaft 6 is provided with a second reduction drive gear 28, and a third transmission. The output shaft 8 is provided with a first reduction drive gear 27. The first reduction driven gear 29A and the first reduction drive gear 27 are engaged with each other, and the second reduction driven gear 29B and the second reduction drive gear 28 are engaged with each other.

  According to this configuration, the gear ratio of the first reduction driven gear 29A and the first reduction drive gear 27 can be freely set within the range allowed by the inter-shaft distance between the third transmission output shaft 8 and the second transmission output shaft 7. it can. Therefore, the gear ratio can be increased if the outer diameter of the first reduction driven gear 29A is made sufficiently smaller than that of the first reduction drive gear 27. Therefore, the degree of freedom in setting the gear ratio can be further increased.

  Here, the correspondence between the configuration described in the embodiment and the present invention will be described. The engine 1 corresponds to a prime mover, the first clutch output shaft 4 corresponds to a first input shaft, and the second clutch output shaft. 5 corresponds to the second input shaft. The switching clutches C1 and C2 correspond to clutches. The first transmission output shaft 6 corresponds to a second output shaft, the second transmission output shaft 7 corresponds to a third output shaft, and the third transmission output shaft 8 corresponds to a first output shaft. To do. The first speed gear pair 9 corresponds to the first speed gear pair.

  In addition, the present invention can be executed in the vehicle Ve in which the rotational axes of the power transmission members and the rotating members are arranged in either the front-rear direction of the vehicle Ve or the width direction of the vehicle Ve. The present invention can also be applied to a two-wheel drive vehicle having a configuration in which the torque of the second transmission output shaft 7 is transmitted to either the front wheels or the rear wheels. The present invention is also applicable to a four-wheel drive vehicle having a configuration in which the torque of the second transmission output shaft 7 is distributed to the front wheels and the rear wheels by a power distribution device (transfer). The present invention is also applicable to drive devices other than the vehicle Ve, such as construction machines and machine tools. The various clutches used in the present invention include friction clutches such as wet clutches and dry clutches.

It is a conceptual diagram which shows the power train of the vehicle which can perform the control example of FIG. 1, and its control system. It is a flowchart which shows the example of control which can be performed with the transmission in this invention. It is a flowchart which shows the other example of the control example which can be performed with the transmission in this invention. It is a flowchart which shows the 3rd example of the control example which can be performed with the transmission in this invention. It is a flowchart which shows the example of control which can be performed with the transmission in this invention. It is a flowchart which shows the other example of the control example which can be performed with the transmission in this invention. It is an example of the time chart corresponding to the control example of FIG. It is a conceptual diagram which shows the other example of the power train of the vehicle which can perform the example of control of FIG. 1, and its control system.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Transmission, 4 ... 1st clutch output shaft, 5 ... 2nd clutch output shaft, 6 ... 1st transmission output shaft, 7 ... 2nd transmission output shaft, 8 ... 3rd transmission output Axis 9: First speed gear pair 10 ... Second speed gear pair 11 ... Third speed gear pair 12 ... Fourth speed gear pair 13: Sixth speed gear pair 14: First 7th gear pair, 15 ... 1st speed drive gear, 16 ... 1st speed driven gear, 17 ... 2nd speed drive gear, 18 ... 2nd speed driven gear, 19 ... 3rd speed drive gear, 20 ... 3rd speed driven gear 21 ... 4th speed drive gear, 22 ... 4th speed driven gear, 23 ... 6th speed drive gear, 24 ... 6th speed driven gear, 25 ... 7th speed drive gear, 26 ... 7th speed driven gear, C3 ... For gear shifting Clutch, C4 ... clutch for shifting, C5 Shifting clutch, C6 ... speed change clutch 45 ... input shaft, 46 ... hydraulic actuators, C1 ... first switching clutch, C2 ... second switching clutch, Ve ... vehicle, OWC ... one-way clutch.

Claims (15)

Two input shafts that rotate about the same axis are arranged concentrically with each other, and a clutch for shifting is arranged between the input shaft and the power source, respectively, from the rotation center axis of these input shafts Two output shafts that rotate about an axial center that is spaced apart in the radial direction, and between the first input shaft and the first output shaft and between the second input shaft and the second output shaft. In each of the multiple clutch transmissions provided with a gear pair for setting a predetermined gear ratio in each of
A first speed gear pair that sets the largest gear ratio at the forward speed is provided between the first input shaft and the first output shaft, and the first output shaft is shared with the input shaft. The first input shaft including the first speed gear pair and the third output shaft are always connected to a third output shaft that is installed on the propeller shaft side with respect to the input shaft. The one-way clutch has been refurbished in the torque transmission path leading to
When the rotational speed of the first input shaft side member of the one-way clutch is greater than the rotational speed of the first output shaft side member, torque is transmitted.
When the rotational speed of the first input shaft side member of the one-way clutch is smaller than the rotational speed of the first output shaft side member, torque transmission is blocked,
The multi-clutch transmission is characterized in that torque is transmitted when the rotation of the one-way clutch is reversed.   2. The multi-clutch transmission according to claim 1, wherein the one-way clutch is interposed between a driven gear constituting the first speed gear pair and the first output shaft.   2. The drive gear of the gear pair selected at the time of reverse drive is provided on the second input shaft, and the driven gear of the gear pair selected at the time of reverse drive is provided on the second output shaft. A multi-clutch transmission as described in 1.   The driven gear of the first speed gear pair is provided on the first output shaft, and the driven gear other than the first speed gear pair is provided on the second output shaft. 4. The multiple clutch transmission according to any one of items 3 to 3.   The two input shafts are arranged concentrically, and an inter-axis distance between the first output shaft and the input shaft is smaller than an inter-axis distance between the second output shaft and the input shaft. The multi-clutch transmission according to claim 3 or 4, wherein:   The first speed gear pair and the speed change clutch that selectively engages a gear pair other than the first speed gear pair are provided at the same position in the axial direction. The multiple clutch transmission according to any one of 1 to 5. The drive gear of the sixth speed gear pair is provided on the most prime mover side of the second input shaft, and the driven gear of the sixth speed gear pair is provided on the most output side of the second output shaft,
The drive gear of the fourth speed gear pair is provided closer to the propeller shaft than the sixth speed gear pair of the second input shaft, and the driven gear of the fourth speed gear pair is connected to the second output shaft at the sixth speed. Provided on the propeller shaft side than the speed gear pair,
The drive gear of the second speed gear pair is provided closer to the propeller shaft than the fourth speed gear pair of the second input shaft, and the driven gear of the second speed gear pair is fourth on the second output shaft. Provided on the propeller shaft side than the speed gear pair,
The drive gear of the reverse gear pair is provided closer to the propeller shaft than the second speed gear pair of the second input shaft, and the driven gear of the reverse gear pair is for the second speed on the second output shaft. Provided on the propeller shaft side than the gear pair,
A drive gear of the third speed gear pair is provided on the first input shaft closer to the prime mover than the first speed gear pair, and a driven gear of the third speed gear pair is provided on the second output shaft at the first speed. Provided on the prime mover side of the gear pair for
A drive gear of the seventh speed gear pair is provided on the first input shaft closer to the propeller shaft than the third speed gear pair, and a driven gear of the seventh speed gear pair is provided on the second output shaft. Provided on the propeller shaft side than the speed gear pair,
A first switching clutch for engaging the first power transmission member with either the third output shaft or the drive gear of the seventh speed gear pair;
A second switching clutch that engages the second output shaft and the driven gear of the sixth speed gear pair or the driven gear of the fourth speed gear pair so as to integrally rotate;
A third switching clutch that engages the second output shaft and the driven gear of the second speed gear pair or the driven gear of the reverse gear pair so as to integrally rotate;
A fourth switching clutch that engages the second output shaft and the driven gear of the third speed gear pair so as to rotate together;
The output member rotates about an axis common to the rotation axis of the input shaft, the first output member is provided with a first reduction gear, and the second output shaft is provided with a second reduction gear. The multi-clutch transmission according to any one of claims 1 to 6, wherein the common output member is provided with a reduction driven gear that meshes with the first reduction gear and the second reduction gear. .   The reduction driven gear is composed of two gears having a common rotating shaft as an output member, the first reduction driven gear meshes with the first reduction gear, and the second reduction driven gear and the second reduction gear. The multi-clutch transmission according to any one of claims 1 to 7, wherein the transmission is meshed.   The transmission includes means for selecting and engaging any one gear pair provided on the first input shaft other than the first speed gear pair when hill hold control is required. The multiple clutch transmission according to claim 8. Climbing state judging means for judging the climbing state of the vehicle;
When it is determined that the climbing state is determined by the climbing state determination means, and when the torque of the prime mover coupled to the transmission is not output, and when the brake pedal is not depressed, all of the plurality of powers 10. The multi-clutch transmission according to claim 8, further comprising hill hold control means for performing hill hold control for releasing the transmission clutch and preventing the vehicle from moving backward on the uphill road. . A starting state detecting means for detecting a starting state of the vehicle;
11. The gear according to claim 10, wherein when the vehicle is determined to be in a start control state by the start state detection unit, any one of a pair of gears provided on the second input shaft is engaged. Multi-clutch transmission.   12. The multiple clutch according to claim 10, further comprising a hill hold canceling unit that cancels the hill hold when it is determined by the start state detecting unit that the vehicle has moved forward. Type transmission.   13. The multi-clutch transmission according to claim 12, wherein when the start state detecting means determines that the vehicle has started, an output torque of a prime mover input to the transmission is increased.   The multi-clutch transmission according to claim 12, wherein after the hill hold is released by the hill hold release means, the transmission is switched to a gear stage having a high gear ratio.   15. The multi-clutch transmission according to claim 14, wherein when the required driving force of the vehicle exceeds a predetermined value, the transmission is switched to a gear stage having a high gear ratio.

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