JP2008190608A - Shift control device for twin clutch type manual transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control device for a twin clutch type manual transmission which allows the improvement of fuel consumption and cost reduction by reducing loads of seal between hollow two shafts and of a needle bearing. <P>SOLUTION: A transmission controller in the shift control device shifts a drive gear of an even(odd)-numbered shift stage group to the N range to fasten the odd(even)-numbered stage clutch C2(C1) when an odd(even)-numbered shift stage is chosen. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention belongs to the technical field of a shift control device for a twin clutch type manual transmission in which two input shafts between a drive source and a transmission are constituted by two hollow shafts.

In a conventional twin-clutch manual transmission, for example, when upshifting from the first speed to the second speed, the even-numbered speed side having a gear set corresponding to the second and fourth speed stages is shifted in advance to the second speed (pre-shift). ) After the odd-numbered speed side having the gear set corresponding to the first and third speed speed stages is set to the neutral state, the clutch is switched between the first clutch and the second clutch. At the end of the shift, the odd-numbered shift stage side is pre-shifted to the third speed and is in a standby state with respect to the upshift from the second speed to the third speed (see, for example, Patent Document 1).
JP 2004-278769 A

  However, in the above-described conventional technology, the first input shaft that connects the engine and the odd-numbered speed side and the second input shaft that connects the engine and the even-numbered speed side are constituted by two hollow shafts. Thus, for example, when traveling in the second speed, the second input shaft rotates at the same rotational speed as the engine rotation, whereas the first input shaft pre-shifts the output shaft rotational speed to the third speed gear ratio. It will rotate at the speed divided by. In other words, since the friction due to the difference in rotational speed is always generated between the first input shaft and the second input shaft during traveling, the fuel consumption deteriorates and the seals and needle bearings interposed between the two input shafts There was a problem that accompanied by a decrease in durability.

  The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a twin-clutch manual transmission capable of improving fuel efficiency and reducing the cost by reducing the load between the seal between the hollow two shafts and the needle bearing. The object is to provide a shift control device.

  In order to achieve the above object, in the present invention, the shift control means cannot transmit any of the gear sets in the shift stage group corresponding to the shift stage before the shift after the clutch corresponding to the shift stage after the shift is engaged. And a clutch corresponding to the shift stage before the shift is engaged.

In the present invention, the first input shaft and the second input shaft rotate at the same rotational speed as the rotational speed of the drive source regardless of the selected gear position immediately after the next shift until the next shift is started. Therefore, the rotational speed difference between the two input shafts can be made zero, and the friction generated between the two input shafts can be kept small.
As a result, it is possible to improve the fuel consumption and reduce the cost by reducing the load on the seal between the hollow two shafts and the needle bearing.

  Hereinafter, the best mode for carrying out the present invention will be described based on the first embodiment.

First, the configuration will be described.
FIG. 1 is a diagram illustrating a control system for a manual transmission to which the shift control device for a twin clutch manual transmission according to the first embodiment is applied.

  Between the twin clutch type manual transmission 3 and the engine (power source) E, an odd-numbered clutch (first clutch) C1 and an even-numbered clutch (second clutch) C2 are interposed as will be described later, and the manual transmission 3 The engine rotation input through the clutch C1 or C2 is shifted at a gear ratio corresponding to the selected shift speed, and then is sequentially output to the drive wheel 6 through the final drive ring gear 4 and the differential gear device 5.

  The twin-clutch manual transmission 3 is as shown in detail in FIG. 2, and is a clutch case 21 that houses an odd-numbered clutch C1 and an even-numbered clutch C2, and a transmission that is coupled to the clutch case 21 and houses a gear transmission mechanism described later. A case 22.

  A clutch input member 24 coupled to the engine output shaft 23 and common to both clutches C1 and C2, a clutch output member 25 of the odd-numbered stage clutch C1, and a clutch output member 26 of the even-numbered speed stage C2 are connected to the clutch case 21. The clutch input member 24 and the clutch output member 25 constitute an odd-numbered clutch C1, and the clutch input member 24 and the clutch output member 26 constitute an even-numbered clutch C2.

A hollow shaft (first input shaft) 27 is coupled to the odd-numbered gear stage clutch output member 25, and an even-numbered gear stage input shaft (rotationally supported in the hollow portion of the hollow shaft 27 is rotatably connected to the even-numbered gear stage clutch output member 26. 2nd input shaft) 32 is coupled. A needle bearing and a seal (not shown) are interposed between the hollow shaft 27 and the even-numbered speed input shaft 32.
The hollow shaft 27 and the even-numbered gear stage input shaft 32 penetrate the partition between the clutch case 21 and the transmission case 22 and project from the clutch case 21 into the transmission case 22.

In the transmission case 22, in addition to the even-numbered gear stage input shaft 32 being rotatably mounted, the odd-numbered gear stage input shaft 31 and a common output shaft 33 are rotatably mounted horizontally.
An input gear 34 is coupled to the end of the hollow shaft 27 projecting into the transmission case 22, and a gear 37 is coupled to the odd-numbered gear stage input shaft 31 by being arranged in the same plane perpendicular to the shaft. These gears 34 and 37 are engaged with idler gears 36 that rotate on idler shafts 35 so that the engine rotation from odd-numbered clutch C1 to hollow shaft 27 is transmitted to odd-numbered gear input shaft 31.

A first speed drive gear 41, a third speed drive gear 43, a fifth speed drive gear 45, and a reverse drive gear 47 are rotatably provided on the odd speed stage input shaft 31. Each drive gear 41, 43, 45, 47 constitutes a gear set of an odd-numbered speed group.
The even speed stage input shaft 32 is provided with a second speed drive gear 42, a fourth speed drive gear 44, and a sixth speed drive gear 46 so as to be rotatable. Each drive gear 42, 44, 46 constitutes a gear set of an even-numbered speed group.

  The common output shaft 33 has a 1-2 speed driven gear 48 meshed with the drive gears 41, 42, a 3-4 speed driven gear 49 meshed with the drive gears 43, 44, and a 5-speed meshed with the drive gears 45, 46. A 6-speed driven gear 50 and a reverse driven gear 51 are provided so as to be integrally rotatable.

  The reverse drive gear 47 and the reverse driven gear 51 can be transmitted by a reverse idler gear 53 that meshes with the reverse drive gear 47 and the reverse idler gear 53 is rotatably supported in the transmission case 22 via an idler shaft 52.

  The odd speed stage input shaft 31 is further provided with a 1-3 speed sync mechanism 54 disposed between the drive gears 41, 43 and a 5-reverse speed sync mechanism 55 disposed between the drive gears 45, 47.

  The 1-3 speed sync mechanism 54 drives and couples the 1st speed drive gear 41 to the shaft 31 when the coupling sleeve 54a moves rightward from the neutral position shown in the figure, and rotates the engine to the shaft 31 for the 1st speed drive gear 41. When the first speed selected state is transmitted to the output shaft 33 through the driven gear 48 and the coupling sleeve 54a is moved to the left from the illustrated neutral position, the third speed drive gear 43 is drive-coupled to the shaft 31 to It is assumed that the third speed selection state in which the engine rotation to 31 is transmitted from the third speed drive gear 43 to the output shaft 33 via the driven gear 49 is achieved.

  The 5-reverse speed synchronization mechanism 55 drives and couples the 5-speed drive gear 45 to the shaft 31 when the coupling sleeve 55a moves rightward from the neutral position shown in the figure, and rotates the engine to the shaft 31 to drive the 5-speed drive gear 45. When the fifth speed selected state is transmitted to the output shaft 33 through the driven gear 50 and the coupling sleeve 55a is moved to the left from the illustrated neutral position, the reverse drive gear 47 is drivingly coupled to the shaft 31 and this shaft 31 It is assumed that a reverse selection state in which the engine rotation is transmitted to the output shaft 33 through the reverse drive gear 47, the idler gear 53, and the driven gear 51 in a reverse direction is achieved.

  The even speed stage input shaft 32 further includes a 2-4 speed sync mechanism 56 disposed between the 2nd speed drive gear 42 and the 4th speed drive gear 44, and a 6th speed sync mechanism 57 disposed adjacent to the 6th speed drive gear 46. Provide.

  When the coupling sleeve 56a is moved to the right from the neutral position shown in the figure, the 2-4 speed sync mechanism 56 is connected to the shaft 32 for driving the 2nd speed drive gear 42 to rotate the engine 32 to the 2nd speed drive gear 42. When the second speed selected state is transmitted to the output shaft 33 through the driven gear 48 and the coupling sleeve 56a is moved to the left from the neutral position shown in the drawing, the fourth speed drive gear 44 is drivingly coupled to the shaft 32 to this shaft. It is assumed that the fourth speed selection state in which the engine rotation to 32 is transmitted from the second speed drive gear 42 to the output shaft 33 via the driven gear 49 is achieved.

  The 6-speed sync mechanism 57 drives the 6-speed drive gear 46 to the shaft 32 to drive the coupling sleeve 57a to the right from the neutral position shown in the figure, and the engine rotation to the shaft 32 is driven from the 6-speed drive gear 46 to the driven gear. It is assumed that the sixth speed selection state that is transmitted to the output shaft 33 through 50 is achieved.

  A final drive gear 58 is provided at the end of the common output shaft 33 so as to be integrally rotatable, and a final drive gear 58 is provided between the final drive gear 58 and the final drive ring gear 4 so as to be rotatable on the idler shaft 59. Drive-coupled by a drive idler gear 60.

  Therefore, the post-shift rotation that has reached the output shaft 33 as described above is transmitted from the final drive gear 58 to the differential gear device 5 via the final drive idler gear 60 and the final drive ring gear 4, and used for driving the wheels 6. .

  As is apparent from the above, the odd-numbered clutch C1 is a clutch that should be engaged when the gear transmission mechanism selects the first, third, fifth, and reverse odd speed stages, The even-numbered clutch C2 is a clutch that is to be engaged when the gear transmission mechanism selects the even-numbered gears of the second speed, the fourth speed, and the sixth speed.

  The manual transmission 3 converts the rotational torque input from the odd-numbered clutch C1 or the even-numbered clutch C2 from the engine E at each gear stage with a gear ratio corresponding to the gear stage, and outputs it to the output shaft 33 and the final drive gear 58. The torque is then transmitted from the final drive ring gear 4 and the differential gear device 5 to the drive wheels 6.

  The clutches C1 and C2 are engaged and disengaged by, for example, the electric clutch actuator 16 shown in FIG. 1, and the shift of the manual transmission 3 that causes the coupling sleeves 54a, 55a, 56a, and 57a to stroke at the time of shifting is shown in FIG. For example, the electric shift actuator 17 is used.

The clutch actuator 16 and the shift actuator 17 are electronically controlled by a transmission controller (shift control means) 7.
The output of the engine E is controlled by an electronically controlled throttle valve 20, and the opening degree is controlled by the engine controller 8.

  In order to perform these controls, the transmission controller 7 includes a signal from the input rotation sensor 9 for detecting the input rotation speeds Vc1 and Vc2 from the clutches to the manual transmission 3 when the clutches C1 and C2 are engaged, and the clutches C1 and C2. A signal from the clutch position sensor 10 that detects the operation position (engagement, release) of C2, a signal from the output rotation sensor 11 that detects the output rotation speed Vo (vehicle speed VSP) from the manual transmission 3, and the shift actuator 17 A signal from the gear position sensor 12 that detects the currently selected shift speed from the operating state, a signal from the brake switch 13 that is turned on when the brake pedal is depressed, and a signal from the shift lever switch 14 that detects the shift lever position. A signal from the transmission mode switch 15 for instructing the transmission mode, and the engine speed V A signal from the engine rotation sensor 61 that detects e and a signal from the engine torque sensor 62 that detects the engine output torque Te are input.

  On the other hand, the engine controller 8 receives a signal from the accelerator opening sensor 18 that detects the accelerator pedal depression amount APO and a signal from the throttle opening sensor 19 that detects the throttle opening TVO of the electronically controlled throttle valve 20. The information can be exchanged between the engine controller 8 and the transmission controller 7 by bidirectional data communication. When the transmission controller 7 transmits the required driving torque to the engine controller 8, the engine controller 8 The required drive torque is realized by operating the electronically controlled throttle valve 20 and changing the ignition timing according to the above.

  The transmission controller 7 performs an automatic shift of the manual transmission 3 by executing a shift control process as shown in FIG. 3 based on the input information.

[Shift control process]
FIG. 3 is a flowchart showing the flow of a shift control process executed by the transmission controller 7 according to the first embodiment. Each step will be described below. This control process is started by setting a shift start flag. The shift start flag is set when the operating point determined by the engine rotation Ve and the throttle opening TVO exceeds the shift line in the shift map set in advance according to the engine rotation Ve and the throttle opening TVO, and the shift ends. After reset.
In this flowchart, for the sake of simplicity, an upshift from an odd number to an even number (for example, 1 → 2 shift, 3 → 4 shift) will be described as an example.

  In step S1, a shift stage before and after the shift (for example, 1 → 2 shift) is calculated as a shift condition in the shift map, and the process proceeds to step S2.

  In step S2, based on the speed change condition calculated in step S1 and the temperature (oil temperature) of the clutch oil supplied to the clutches C1 and C2, the odd-numbered clutch C1 corresponding to the speed change condition is referred to with reference to the map of FIG. The clutch standby engagement position C_stby is calculated, and the process proceeds to step S3.

  Here, the clutch standby engagement position C_stby is a stroke position at which a minimum engagement capacity capable of transmitting the engine rotation after the shift to the subsequent hollow shaft 27 without slipping is obtained. As shown in FIG. It is arranged between (stroke position where the clutch contacts) and the fully engaged stroke position, and is set so as to become longer as the gear position is smaller.

  Further, the clutch standby engagement position C_stby is set to a characteristic such that the higher the clutch oil temperature, the closer to the complete engagement position. This is because, from the temperature-viscosity characteristics of the clutch oil, the engagement amount with respect to the clutch stroke decreases as the oil temperature increases, whereas a desired clutch engagement capacity is obtained regardless of the oil temperature. In addition, the detection of oil temperature can use arbitrary methods, such as the actual measurement by a sensor, the estimation from external temperature.

In step S3, the shift end engine rotation V_target is calculated with reference to the following equation, and the process proceeds to step S4.
V_target = Ve / (Gnth × Gfinal) × 2pi × r_tire
Here, Ve is the engine speed, Gnth is the gear ratio after shifting, Gfinal is the final gear ratio, pi is the circumference ratio, and r_tire is the tire moving radius.

  In step S4, the clutch actuator 16 is driven to release the even-numbered clutch C2, which is the current standby clutch, and the process proceeds to step S5. Here, the clutch is gradually released so that the rotation of the even-numbered speed input shaft 32 converges to the shift end engine rotation V_target.

  In step S5, it is determined whether or not the elapsed time t from the output of the standby clutch (even-numbered clutch C2) release command in step S4 is equal to or longer than the standby clutch release limit time T1s. If YES, the process proceeds to step S6. If NO, the process proceeds to step S5. Here, the standby clutch disengagement limit time T1s is a time for which the rotation speed of the even-numbered speed input shaft 32 is predicted to become the shift end engine rotation V_target, and is a value that is changed according to the shift condition.

  In step S6, it is determined whether or not the rotation spe_in of the even-numbered speed input shaft 32 is equal to or less than the shift end engine rotation V_target calculated in step S3. If YES, the process proceeds to step S7. If NO, the process proceeds to step S4 and the even-numbered clutch C2 is released again.

  In step S7, based on the differential rotation R_def between the engine rotation Ve and the rotation spe_in of the even-numbered speed input shaft 32, the engagement capacity CH_shelf before complete engagement is calculated with reference to the map of FIG. 5, and the process proceeds to step S8. As shown in FIG. 5, the engagement capacity CH_shelf before complete engagement is set to be larger as the gear position after the shift is smaller and the differential rotation R_def is smaller. This is because the target time for shifting is constant regardless of the shifting condition and the differential rotation R_def.

  In step S8, the shift actuator 17 is driven to put a standby gear (gear corresponding to the gear position after shifting) (gear-in), and the process proceeds to step S9.

  In step S9, it is determined whether or not a gear-in signal from the shift actuator 17 has been detected, that is, whether or not the standby gear has been completed. If yes, then continue with step S10, otherwise repeat step S9.

  In step S10, the engine controller 8 is requested to reduce the torque of the engine E as cooperative control for facilitating the reduction of the engine rotation Ve to the shift completion engine rotation V_target that is the target engine rotation after the shift, and the process proceeds to step S11. The engine controller 8 reduces the torque of the engine E, for example, by suppressing the fuel injection amount in response to the torque reduction request.

  In step S11, the clutch actuator 16 is driven to engage the even-numbered clutch C2, and the odd-numbered clutch C1 is released, so-called clutch switching is started, and the process proceeds to step S12.

  In step S12, it is determined whether or not the odd-numbered clutch C1 is completely released. If YES, the process proceeds to step S13. If NO, step S12 is repeated.

  In step S13, the shift actuator 17 is driven to change the odd gear to the N range (the first speed drive gear 41, the third speed drive gear 43, the fifth speed drive gear 45, and the reverse drive gear 47 are all connected to the odd speed gear input shaft 31. The transmission is disabled, and the process proceeds to step S14.

  In step S14, it is determined whether or not the gear-in signal from the shift actuator 17 has been detected, that is, whether or not the gear-in to the N range of the standby gear (odd number clutch C1) has been completed. If yes, then continue with step S15, otherwise repeat step S14.

  In step S15, it is determined whether or not the engagement capacity of the even-numbered clutch C2 is equal to or greater than the engagement capacity CH_shelf before complete engagement calculated in step S7. If YES, the process proceeds to step S16. If NO, step S15 is repeated.

  In step S16, it is determined whether or not the engine rotation Ve is equal to or lower than the shift end engine rotation V_target. If YES, the process proceeds to step S17. If NO, step S16 is repeated.

  In step S17, the clutch actuator 16 is driven to completely engage the even-numbered clutch C2, and the process proceeds to step S18.

  In step S18, the odd-numbered clutch C1 is engaged, and the process proceeds to step S19.

  In step S19, it is determined whether or not the stroke position of the odd-numbered clutch C1 is equal to or greater than the clutch standby engagement position C_stby calculated in step S2. In the case of YES, this control is terminated, and in the case of NO, the process proceeds to step S18 and the odd-numbered clutch C1 is engaged again.

Next, the operation will be described.
[Problems of conventional technology]
In the conventional twin-clutch manual transmission in which the input shaft to the manual transmission is configured with two hollow shafts, for example, when upshifting from the first speed to the second speed, the drive gears corresponding to the second and fourth speed stages are even numbers. Shift the gear side to 2nd gear in advance (pre-shift), set the odd gears with drive gears corresponding to the 1st and 3rd gears to the neutral state, and then change the clutch (release the first clutch and Shifting is realized by performing the engagement of the second clutch. At the end of the shift, the odd-numbered speed side is pre-shifted to the third speed and is in a standby state for the upshift from the second speed to the third speed.

This prior art has the problems listed below.
(a) Since the first input shaft connected to the odd-numbered speed side and the second input shaft connected to the even-numbered speed side are formed of two hollow shafts, While the input shaft rotates at the same rotational speed as the engine rotation, the first input shaft is connected to the output shaft by the pre-shift of the odd-numbered gears, so the first input shaft controls the rotational speed of the output shaft. It will rotate at a speed divided by the third gear ratio.

  In other words, since the friction due to the difference in rotational speed is always generated between the first input shaft and the second input shaft during traveling, the fuel consumption deteriorates and the seals and needle bearings interposed between the two input shafts Accompanies lower durability. This is a factor that is more disadvantageous than a normal manual transmission. For this reason, it is not possible to take advantage of the structure of the manual transmission, which is higher in fuel consumption than the automatic transmission.

  (b) For example, during a 1 → 2 shift, an odd-gear shift gear set that has transmitted power at the 1st shift stage is upshifted to the 2nd shift, and then the 3rd shift stage can be transferred to the standby state. Become. That is, step-shifting is required with this pre-shift. This is disadvantageous in terms of synchro specifications when compared with a normal manual transmission.

  That is, in the conventional twin-clutch manual transmission, the standby gear that is running always stands by on the upshift side, so the standby gear shifts across the next gear stage on the same axis, that is, one gear ( 1 → 3 etc.), and when performing pre-shifting, it is always in the state of performing the step-shifting as it is in the manual transmission. For this reason, the load on the synchro mechanism that absorbs the differential rotation of each gear stage at the time of gear shifting becomes large, and it is required to change the specs of the synchro mechanism in order to cope with high load conditions. ing.

[Friction reduction action between two hollow shafts]
On the other hand, in the shift control device for the twin clutch manual transmission according to the first embodiment, the transmission controller 7 includes the gears in the gear group corresponding to the gear before the gear shift after the clutch corresponding to the gear after the gear shift is engaged. Each of the gear sets is set in a non-transmittable state (N range), and the clutch corresponding to the shift stage before the shift is engaged.

  As a specific example, when driving at the 1st speed, the 1st speed drive gear 41 is connected to the odd speed stage input shaft 31 on the odd speed stage group side, and any of the drive gears 42, 44, 46 is even number on the even speed stage group side. It is in a state where it is not connected to the gear stage input shaft 32 (N range). At this time, both the odd-numbered clutch C1 and the even-numbered clutch C2 are engaged.

  Further, when traveling in the second speed, the even speed stage group side is connected to the second speed drive gear 42 with the even speed stage input shaft 32, and on the odd speed stage group side, any of the drive gears 41, 43, 45, 47 is an odd speed stage. It is not connected to the input shaft 31 (N range). At this time, both the odd-numbered clutch C1 and the even-numbered clutch C2 are engaged.

  As a result, while the vehicle is traveling at a constant speed, that is, immediately after the end of a speed change and immediately before the start of the next speed change, both the rotational speeds of the hollow shaft 27 and the even speed speed input shaft 32 are the same as the engine speed. Therefore, the rotational difference between the hollow shaft 27, which is the hollow two shafts, and the even-numbered speed input shaft 32 can be made zero, and the friction generated between the shafts 27 and 32 can be kept small.

  Therefore, in the manual transmission 3 of the first embodiment, a friction level close to that of a normal manual transmission can be realized, and the problem (a) can be solved. Further, it is possible to improve the durability of the needle bearing and the seal interposed between the shafts 27 and 32. In other words, since a high load is not required for the needle bearing and the seal, the performance can be downgraded and the cost can be reduced.

[Synchronous load reduction]
In the first embodiment, the standby drive gear is in the N range, and the standby input shaft (hollow shaft 27 or even-numbered gear input shaft 32) is rotated at the same rotational speed as the engine rotation. When changing the clutch (when the clutch is switched), the synchro mechanism shifts the gear by simply absorbing the rotational difference between the input shaft rotation before shifting (engine rotation before shifting) and the input shaft rotation after shifting (engine rotation after shifting). It can be carried out.

  For example, in the case of 2 to 3 shifts, the hollow shaft 27 that has transmitted power at the 2nd speed does not change at the 2nd speed until the 3rd speed is upshifted even if the actual shift is upshifted to the 3rd speed. Will stand by. Therefore, at the time of shifting, the 1-3 speed sync mechanism 54 only needs to absorb the rotation difference between the 2nd speed and the 3rd speed as in the case of a normal manual transmission. Compared to the prior art that needs to be absorbed, the sync load is reduced, and the above problem (b) can be solved. In other words, since a high load is not required for the synchro, the performance can be downgraded and the cost can be reduced.

  Further, in the first embodiment, when upshifting, the engagement capacity at the time of releasing the standby side clutch is controlled so that the rotation of the input shaft corresponding to the speed stage after the shift becomes the shift end engine rotation V_target. . As a result, there is almost no need to absorb the rotation difference in the synchro, so the synchro load can be further reduced.

  In addition, since the standby clutch only applies the engagement capacity required to rotate the input shaft and the idler gear engaged with the input shaft, and is smaller than the complete engagement capacity, the load of the oil pump around the engine E is small. , Fuel consumption can be improved.

[Equalization of shifting time]
Further, in the first embodiment, based on the differential rotation R_def between the engine rotation Ve and the rotation spe_in of the even-numbered speed input shaft 32, the engagement capacity CH_shelf before complete engagement is calculated with reference to the map of FIG. The smaller the shift speed after the shift and the larger the differential rotation R_def between the engine rotation Ve and the rotation of the input shaft corresponding to the shift speed after the shift, the smaller the engagement capacity CH_shelf before full engagement. Therefore, regardless of the speed change condition and the differential rotation R_def, the speed change target time can be made constant. Further, the shifting operation can be stabilized.

[Shift control action]
FIG. 6 is a time chart showing the shift control operation of the first embodiment.
When the vehicle starts and the D range is selected thereafter, the first-speed drive gear 41 is drivingly coupled to the odd-numbered gear stage input shaft 31 (first speed), and any drive gear is coupled to the even-numbered gear stage input shaft 32. The N range is not set.

  Subsequently, when the driver depresses the accelerator, the vehicle starts while gradually engaging the first clutch C1, and the vehicle speed increases while accelerating. At this time, since the even-numbered clutch C2 is engaged to the standby engagement amount, the odd-numbered clutch C1 (odd-numbered gear clutch output member 25 and hollow shaft 27) and the even-numbered clutch C2 (even-numbered gear clutch output member 26 and even-numbered clutch). Both the gear stage input shafts 32) rotate at the same speed as the engine rotation Ve.

  At time T1, the driving point determined by the vehicle speed VSP and the accelerator opening TVO crosses the 1-2 shift line of the shift map, so the shift start flag that triggers the shift control of the first embodiment is set and the shift condition (1 → 2 shift) and the shift end engine rotation V_target are calculated, and the standby clutch (even-numbered clutch C2) is released (step S1, step S2, step S3, step S4). Therefore, in the section from the time point T1 to T2, the rotational speed of the even-numbered stage clutch C2 gradually decreases as the even-numbered stage clutch C2 is released.

  At time T2, the standby clutch disengagement limit time T1s has elapsed from time T1, and the rotation speed spe_in of the even-numbered speed input shaft 32 has become equal to or lower than the shift end engine speed V_target. The clutch 42 that is drivingly coupled to the gear 42 and simultaneously opens the odd-numbered clutch C1 and engages the even-numbered clutch C2 is started (Step S5 → Step S6 → Step S7 → Step S8 → Step S9 → Step S10 → Step S11). At this time, torque reduction control is started in the engine E.

  In the period from time T2 to time T3, the rotational speed of the even-numbered speed input shaft 32 gradually decreases as the odd-numbered stage clutch C1 is released, and at time T3, the odd-numbered stage clutch C1 is completely released, The shaft 31 has an N range that is not drivingly coupled to any drive gear (step S12 → step S13). Further, the engagement capacity of the even-numbered clutch C2 becomes equal to or greater than the engagement capacity CH_shelf before complete engagement, and the engine speed Ve is reduced accordingly.

  At the time T4, the engine rotation Ve becomes equal to or lower than the shift end engine rotation V_target, so that the even-numbered clutch C2 is completely engaged and the odd-numbered clutch C1 is engaged to the standby engagement amount (step S17 → step S18). As a result, the hollow shaft 27 and the even-numbered speed stage input shaft 32 rotate at the same speed as the engine rotation Ve after the time T4 until the next shift flag is set. The generation of friction is suppressed.

  FIG. 7 is a simulation result showing the fuel efficiency improvement effect of the first embodiment. In the prior art in which the shift is performed by pre-shift immediately after the shift + clutch switching, the differential rotation between the first input shaft and the second input shaft is accompanied. While energy loss occurs, in Example 1, energy loss can be almost eliminated.

Next, the effect will be described.
In the shift control device for the twin clutch type manual transmission according to the first embodiment, the following effects can be obtained.

  (1) After the clutch corresponding to the gear stage after the gear shift is engaged, the transmission controller 7 disables transmission of all the gear groups in the gear group corresponding to the gear stage before the gear shift, and the gear stage before the gear shift. And engage the corresponding clutch. Thereby, the cost reduction by the improvement of a fuel consumption, the seal | sticker between the hollow 2 axis | shafts 27 and 32, and the load reduction of a needle bearing can be aimed at.

  (2) The transmission controller 7 sets the clutch standby engagement position C_stby to a position shorter than the stroke position of the clutch corresponding to the complete engagement capacity, and sets the engagement capacity of the clutch corresponding to the shift stage before the shift from the complete engagement capacity. The fastening capacity is also small. Thereby, the load of the oil pump which is an auxiliary machine of the engine E can be suppressed small, and the fuel consumption can be further improved.

  (3) At the time of shifting, the transmission controller 7 opens the clutch corresponding to the gear stage after the gear shift, and corresponds one gear set in the gear group corresponding to the gear stage after the gear shift to the gear stage after the gear shift. After making the transmission possible between the input shaft to be output and the output shaft, the clutch corresponding to the gear stage before the shift is released, and the clutch for engaging the clutch corresponding to the gear stage after the shift is changed. Thereby, it is possible to smoothly shift without causing an interlock.

  (4) When performing an upshift, the transmission controller 7 releases the clutch corresponding to the post-shift gear so that the rotation of the input shaft corresponding to the post-shift gear converges to the shift end engine rotation V_target. Control the fastening capacity up to. Thereby, the load of the synchro mechanism and the shift actuator 17 can be minimized.

  (5) The transmission controller 7 changes the clutch engagement capacity CH_shelf () before the full engagement of the clutch corresponding to the gear after the shift so that the shift time is constant regardless of the gear before and after the shift when changing the clutch during the shift. Set target fastening capacity. As a result, it is possible to prevent a sense of incongruity caused by a change in the shift time for each shift stage and to secure a stable shift operation.

  (6) The transmission controller 7 increases the engagement capacity before complete engagement as the shift stage after the shift is smaller and the differential rotation R_def between the engine rotation Ve and the rotation of the input shaft corresponding to the shift stage after the shift is larger. In order to make CH_shelf smaller, the shift time can always be constant regardless of the shift conditions.

(Other examples)
The best mode for carrying out the present invention has been described based on the first embodiment. However, the specific configuration of the present invention is not limited to the first embodiment and does not depart from the gist of the present invention. Any change in the design of the range is included in the present invention.

  For example, although only the upshift has been described in the first embodiment, it is needless to say that the same operation and effect can be achieved by the same control as in the first embodiment even when the shift is a downshift.

  Here, in the case of downshifting, it is not necessary to satisfy the condition of step S6 in the flowchart shown in FIG. 3, and after determining whether or not the standby clutch has been completely released in step S5, step S7 is performed. → Proceed to step S8, where the standby gear is engaged in step S8.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagrammatic configuration diagram illustrating a manual transmission to which a shift control device for a twin clutch type manual transmission according to a first embodiment is applied together with its control system. It is a diagrammatic block diagram which shows the internal structure of the twin clutch type manual transmission. 6 is a flowchart illustrating a flow of a shift control process executed by the transmission controller 7 according to the first embodiment. 3 is a clutch standby engagement position calculation map according to the first embodiment. 2 is a fastening capacity calculation map before complete fastening according to the first embodiment. 3 is a time chart illustrating a shift control operation according to the first embodiment. It is a simulation result which shows the fuel consumption improvement effect | action of Example 1. FIG.

Explanation of symbols

E engine
C1 odd-numbered clutch
C2 Even-numbered clutch 3 Manual transmission 4 Final drive ring gear 5 Differential gear device 6 Drive wheel 7 Transmission controller 8 Engine controller 9 Input rotation sensor 10 Clutch position sensor 11 Output rotation sensor 12 Gear position sensor 13 Brake switch 14 Shift lever switch 15 Shifting Mode switch 16 Clutch actuator 17 Shift actuator 18 Accelerator opening sensor 19 Throttle opening sensor 20 Electronically controlled throttle valve 21 Clutch case 22 Transmission case 23 Engine output shaft 24 Clutch input member 25 Clutch output member 26 Clutch output member 27 Hollow shaft 31 Odd gear stage input shaft 32 Even gear stage input shaft 33 Output shaft 34 Input gear 35 Idler shaft 36 Idler gear 37 Gear DESCRIPTION OF SYMBOLS 1 1st speed drive gear 42 2nd speed drive gear 43 3rd speed drive gear 44 4th speed drive gear 45 5th speed drive gear 46 6th speed drive gear 47 Reverse drive gear 48 1-2 speed driven gear 49 3-4 speed driven gear 50 5-6 Speed driven gear 51 Reverse driven gear 52 Idler shaft 53 Reverse idler gear 54 1-3 speed sync mechanism 55 5-Reverse speed sync mechanism 56 2-4 speed sync mechanism 57 6 speed sync mechanism 58 Final drive gear 59 Idler shaft 60 Final drive idler gear 61 Engine rotation sensor 62 Engine torque sensor

Claims (6)

A first input shaft and a second input shaft, which are two coaxial coaxial hollow shafts rotatably supported in the hollow shaft;
A first clutch that connects and disconnects a drive source and the first input shaft;
A second clutch that connects and disconnects the drive source and the second input shaft;
A gear group of an odd-numbered speed stage group provided between the first input shaft and the output shaft;
A gear set of an even-numbered speed group provided between the second input shaft and the output shaft;
At the time of gear shifting, one gear set in the gear group corresponding to the gear position after the gear shift is brought into a state in which transmission is possible between the input shaft corresponding to the gear position after gear shifting and the output shaft, and Shift control means for engaging a clutch corresponding to the gear;
In a twin-clutch manual transmission transmission control device equipped with
The shift control means disables transmission of any of the gear sets in the shift stage group corresponding to the shift stage before the shift after the clutch corresponding to the shift stage after the shift is engaged, and corresponds to the shift stage before the shift. A shift control device for a twin-clutch manual transmission characterized by engaging a clutch. In the shift control device of the twin clutch type manual transmission according to claim 1,
The shift control device for a twin-clutch type manual transmission, wherein the shift control means sets an engagement capacity of a clutch corresponding to a shift stage before the shift to an engagement capacity smaller than a complete engagement capacity. In the shift control device for a twin clutch type manual transmission according to any one of claims 1 to 3,
The shift control means releases the clutch corresponding to the gear stage after the shift, and sets one gear set in the gear group corresponding to the gear stage after the shift to the input shaft corresponding to the gear stage after the gear shift. And the output shaft, and the clutch that engages the clutch that corresponds to the post-shift gear is opened and the clutch that engages the clutch that corresponds to the post-shift gear is engaged. Shift control device for clutch type manual transmission. In the shift control device of the twin clutch type manual transmission according to claim 3,
When the upshift is performed, the shift control means is a clutch corresponding to the gear stage after the shift so that the rotation speed of the input shaft corresponding to the gear stage after the shift converges to the target rotation speed of the drive source after the shift. A shift control device for a twin clutch type manual transmission, characterized by controlling a fastening capacity until the clutch is released. In the shift control device for a twin clutch type manual transmission according to claim 3 or 4,
The shift control means sets the target engagement capacity of the clutch corresponding to the speed stage after the shift so that the shift time is constant regardless of the speed stage before and after the shift when changing the clutch at the time of the shift. A shift control device for a twin-clutch manual transmission. In the twin clutch type manual transmission transmission control device according to claim 5,
The shift control means makes the target engagement capacity smaller as the shift stage after the shift is smaller and as the rotational speed difference between the input shaft corresponding to the drive source and the shift stage after the shift is larger. A shift control device for a twin clutch type manual transmission.

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