JP2009092238A - Dragging torque reducing control device of wet rotary clutch - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To surely and quickly eliminate dragging torque that hinders shifting of a synchronous meshing mechanism, by surely and quickly eliminating residual lubricating oil in a clutch even in idling. <P>SOLUTION: After turning off an ignition switch, the ignition switch is turned on again in t1 in a short time, and when performing meshing operation (a pre-shift) by operation to a first speed from neutral of the synchronous meshing mechanism caused by P→D select in t3, a clutch lubricating oil supply quantity is set to zero in t1, and a target idling speed Neidle is increased. Afterwards, the target idling speed Neidle is returned to ordinary Neidle0. A clutch residual oil quantity quickly reduces as a continuous line coupled with a clutch lubricating oil supply quantity zero by an increase in an idling speed, and can prevent generating of clutch dragging torque of disabling the pre-shift of the synchronous meshing mechanism, by reducing the clutch residual oil quantity to a reduction target oil quantity, before the P→D select (the neutral→a first speed pre-shift). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

The present invention relates to a transmission such as an automatic transmission including an automatic transmission manual transmission configured to allow automatic transmission of a manual transmission.
In particular, a wet rotary clutch that is inserted into the transmission system of the transmission and controls power connection / disconnection reduces the drag torque that is generated through the viscosity of the lubricating oil that exists between the clutch disks despite being released. It is related with the apparatus of.

In order to realize the automatic transmission of the manual transmission, it is necessary to be able to automatically release and engage the clutch provided so that the engine and the transmission can be appropriately disconnected.
For this reason, the wet clutch is often used as the clutch because of its ease of control.

As such an automatic transmission type manual transmission having a wet rotary clutch in a transmission system, the one described in Patent Document 1, for example, has been conventionally known.
This automatic transmission type manual transmission is operated with a meshing operation performed by operating a synchronous meshing mechanism (synchromesh mechanism) from a neutral position to a gear speed realization position with the wet rotary clutch released, In this state, it is possible to realize the front start gear stage or the rear start speed stage.

The reason for operating the synchronous meshing mechanism with the wet rotary clutch released is as follows:
When the wet rotating clutch is engaged, the input side rotating member of the synchronous meshing mechanism is rotated by the engine through this, and as a result, the synchronous meshing mechanism rotates the input side rotating member together with the wheels. The rotation cannot be synchronized with the output side rotating member of the mechanism.
This is because the synchronous meshing mechanism cannot be operated from the neutral position to the shift speed realizing position due to the relative rotation of the input / output side rotation members, and the meshing operation cannot be performed.

On the other hand, when the wet rotary clutch is released, the input-side rotating member of the synchronous meshing mechanism is disconnected from the engine, and the synchronous meshing mechanism rotates the input-side rotary member together with the wheels on the output side of the synchronous meshing mechanism. You can synchronize rotation with members,
Due to the absence of relative rotation of these input / output side rotation members, the synchronous meshing mechanism can operate from the neutral position to the shift speed realizing position to perform the meshing operation.
Japanese Patent Laid-Open No. 2007-092814

By the way, it is necessary to cool the wet rotary clutch to prevent the clutch from being overheated by frictional heat generated by slip in the engagement transition period, and to prevent the clutch disk from being worn in the engagement transition period. ,
For this reason, it is common practice to supply the lubricating oil for the transmission to the wet rotary clutch to prevent the above cooling and wear.

However, when lubricating oil is supplied to the wet rotary clutch for cooling and wear prevention, the wet rotary clutch generates drag torque through the viscosity of the lubricating oil existing between the clutch disks even when the wet rotary clutch is being released.
This drag torque transmits torque corresponding to the drag torque from the engine to the input side rotary member of the synchronous meshing mechanism even when the wet rotary clutch is in the released state, and rotates the input side rotary member.
As a result, the synchronization meshing mechanism makes it difficult to synchronize the rotation of the input side rotation member with the output side rotation member of the synchronization meshing mechanism that rotates together with the wheel, and operates the synchronization meshing mechanism from the neutral position to the shift speed realizing position. Thus, there is a problem in that it is difficult to perform the meshing operation, and the shift is adversely affected or the shift is difficult.

  The present invention is a wet type in which the lubricating oil interposed between the clutch disks of the wet rotary clutch can be eliminated from the clutch reliably and promptly to solve the above problem. The object is to propose a reduction in drag torque of the rotary clutch.

For this purpose, the drag torque reduction control device of the wet rotary clutch according to the present invention is as described in claim 1,
A wet rotary clutch that is interposed between the engine and the transmission input shaft and is cooled and prevented from being worn by supplying lubricating oil;
A synchromesh mechanism interposed between the wet rotary clutch and the transmission output shaft for realizing a desired gear stage;
Used in a transmission capable of realizing the desired gear stage by operating the synchronous meshing mechanism from the neutral position toward the gear position realization position with the wet rotary clutch released. And
In the apparatus for reducing the drag torque of the wet rotary clutch,
Before the meshing operation of the synchronous meshing mechanism is started, the input side rotational speed of the wet-type rotational clutch is increased.

In the drag torque reduction control device of the wet rotary clutch according to the present invention described above,
Before the meshing operation of the synchronous meshing mechanism is started, in order to increase the input side rotational speed of the wet rotation clutch,
When the meshing operation of the synchronous meshing mechanism is started, the lubricating oil interposed between the clutch disks of the wet-type rotary clutch in the released state is surely removed from the clutch by the large centrifugal force accompanying the increase in the clutch input side rotational speed. And can be eliminated quickly.

Thus, before the meshing operation of the synchronous meshing mechanism is started, the lubricating oil in the wet rotating clutch can be reliably and quickly removed from the clutch,
The wet rotary clutch does not generate drag torque via the lubricating oil between the clutch disks,
The problem due to this, that is, the above-mentioned problem that the synchronous meshing mechanism is difficult to perform the rotation synchronization action by the drag torque, adversely affects the shift, or makes the shift difficult can be solved.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
FIG. 1 is a skeleton diagram showing a twin clutch type manual transmission as a transmission provided with a drag torque reduction control device for a wet rotary clutch according to an embodiment of the present invention.

The output shaft (crankshaft 2) of the engine 1 is connected to an automatic wet rotation clutch C1 for odd-numbered gears (first speed, third speed, fifth speed, reverse) in the clutch housing 3 and even gear speed (first gear). 2nd, 4th, 6th) automatic wet rotary clutch C2 is used for odd gears (first speed, 3rd speed, 5th speed, reverse) in a twin clutch manual transmission. It is coupled to one input shaft 4 and a second input shaft 5 for even-numbered speed stages (second speed, fourth speed, sixth speed) in the twin clutch manual transmission.
The output shaft 6 of the twin clutch manual transmission is coupled to the left and right drive wheels via a propeller shaft and a differential gear device (not shown).

Hereinafter, the twin clutch type manual transmission will be described in detail with reference to FIG.
7 shows a transmission case connected to the clutch housing 3, and in the clutch housing 3, in addition to the odd-numbered automatic wet rotary clutch C1 and the even-numbered automatic wet rotary clutch C2, the clutches C1, C2 In addition, a torsional damper 8 that drives and couples the engine crankshaft 2 under a buffer, and an oil pump 9 that is always driven by the engine via the torsional damper 8 are incorporated.
Each of the odd-numbered speed clutch C1 and the even-numbered speed clutch C2 is a normally open clutch that is normally released.

The twin-clutch manual transmission uses the hydraulic oil from the oil pump 9 as a medium to execute shift stage realization control (automatic shift) including engagement / release control of clutches C1 and C2, which will be described later.
The hydraulic oil from the oil pump 9 further passes through the oil passage made in the first input shaft 4 to the even-numbered speed clutch C2 and the odd-numbered speed clutch C1 as shown by the arrow α in FIG. Supplied as lubricating oil from the inner periphery of
As a result, the even-numbered gear clutch C2 and the odd-numbered gear clutch C1 are cooled and prevented from wearing, particularly in order to cope with heat generation and wear during the fastening transition period.

The following gear transmission mechanism is housed in the transmission case 7.
As described above, the second input shaft 5 out of the first input shaft 4 and the second input shaft 5 to which the engine rotation from the torsional damper 8 is selectively inputted via the odd speed shift clutch C1 and the even speed shift clutch C2. Is hollow.
The hollow second input shaft 5 is fitted onto the first input shaft 4, and the inner first input shaft 4 and the outer second input shaft 5 are relatively rotatable in a concentric state.

As described above, the engine-side front ends of the first input shaft 4 and the second input shaft 5 that are rotatably fitted to each other are coupled to the clutches C1 and C2.
The first input shaft 4 protrudes from the rear end of the second input shaft 5, and the transmission output shaft 6 is provided so as to be rotatable relative to the protruding rear end portion 4a of the first input shaft 4 coaxially. The output shaft 6 is projected from the rear end of the transmission case 7.
A countershaft 10 is provided in parallel with the first input shaft 4, the second input shaft 5, and the output shaft 6, and is rotatably supported in the transmission case 7.

A counter gear 11 is provided at the rear end of the counter shaft 10 so as to be integrally rotatable. An output gear 12 is provided on the output shaft 6 by being arranged in the same plane perpendicular to the shaft. The counter gear 11 and the output gear 12 are connected to each other. The countershaft 10 is drivingly coupled to the output shaft 6 by meshing.
Here, the counter gear 11 has a pitch circle diameter smaller than the pitch circle diameter of the output gear 12, and the counter gear 11 and the output gear 12 constitute a reduction gear set.

Between the rear end portion 4a of the first input shaft 4 and the countershaft 10, gear groups G1 and G3 of the odd-numbered speed stage (first speed and third speed) group and a gear group GR of the reverse speed stage are provided. Are arranged in the order of the first speed gear set G1, the reverse gear set GR, and the third speed gear set G3 from the front side close to the engine 1.
The first speed gear set G1 and the reverse gear set GR are positioned between the rear end of the second input shaft 5 and the transmission case intermediate wall 7a, but the reverse gear set GR is located in the immediate vicinity of the transmission case intermediate wall 7a. Position.
The third speed gear set G3 is disposed on the opposite side of the first speed gear set G1 and the reverse gear set GR with the transmission case intermediate wall 7a interposed therebetween, but in the immediate vicinity of the transmission case intermediate wall 7a, that is, the first gear set G3. It is located at the rearmost part of the input shaft 4 (rear end part 4a).

The first speed gear set G1 includes a first speed input gear 13 formed integrally with the rear end portion 4a of the first input shaft 4 and a first speed output gear 14 rotatably provided on the countershaft 10. It is configured by meshing.
The reverse gear set GR is meshed with the reverse input gear 15 formed integrally with the rear end portion 4a of the first input shaft 4, the reverse output gear 16 rotatably provided on the countershaft 10, and the gears 15, 16. The gears 15 and 16 are configured with a reverse idler gear 17 drivingly coupled under reverse rotation,
The reverse idler gear 17 is rotatably supported by a reverse idler shaft 18 planted on the transmission case intermediate wall 7a.
The third speed gear set G3 includes a third speed input gear 19 that is rotatably provided at the rear end 4a of the first input shaft 4, and a third speed output gear 20 that is drivingly coupled to the countershaft 10. It is configured by meshing with each other.

The countershaft 10 is further provided with a first speed-reverse synchronous meshing mechanism (synchrome mesh mechanism) 21 disposed between the first speed output gear 14 and the reverse output gear 16, and the synchronous meshing mechanism 21 is coupled to the countershaft 10. It is assumed that the sleeve 21a functions as follows by shifting the sleeve 21a in the axial direction.
That is, when the coupling sleeve 21a is moved rightward from the illustrated neutral position and meshed with the clutch gear 21b, the first speed output gear 14 is drivingly coupled to the countershaft 10 to achieve the first speed as described later. Is possible.
Further, when the coupling sleeve 21a is moved backward from the illustrated neutral position and meshed with the clutch gear 21c, the reverse output gear 16 is drivingly coupled to the countershaft 10 to realize reverse as described later. is there.

The rear end portion 4a of the first input shaft 4 is further provided with a third-speed fifth-speed synchronous meshing mechanism (synchromesh mechanism) 22 disposed between the third speed input gear 19 and the output gear 12, and this synchronous meshing. The mechanism 22 functions as follows by shifting the coupling sleeve 22a in the axial direction.
That is, when the coupling sleeve 22a is moved rightward from the illustrated neutral position and meshed with the clutch gear 22b, the third speed input gear 19 is drivingly coupled to the first input shaft 4 to achieve the third speed as described later. It is possible.
Further, when the coupling sleeve 22a is moved backward from the illustrated neutral position to mesh with the clutch gear 22c, the first input shaft 4 (rear end portion 4a) is directly connected to the output gear 12 (output shaft 6). As will be described later, the fifth speed can be realized.

Between the hollow second input shaft 5 and the countershaft 10, there is a gear group of the even-numbered speed (second speed, fourth speed, sixth speed) group, that is, the sixth gear sequentially from the front side close to the engine. A speed gear set G6, a second speed gear set G2, and a fourth speed gear set G4 are provided.
The sixth speed gear set G6 is disposed at the front end of the second input shaft 5 along the front wall 7b of the transmission case 7, and the fourth speed gear set G4 is disposed at the rear end of the second input shaft 5, The speed gear set G2 is disposed at the center between both ends of the second input shaft 5.

The sixth speed gear set G6 has a sixth speed input gear 23 integrally formed on the outer periphery of the second input shaft 5 and a sixth speed output gear 24 rotatably provided on the countershaft 10 meshing with each other. Constitute.
The second speed gear set G2 is formed by meshing a second speed input gear 25 integrally formed on the outer periphery of the second input shaft 5 and a second speed output gear 26 rotatably provided on the countershaft 10. Constitute.
The fourth speed gear set G4 includes a fourth speed input gear 27 integrally formed on the outer periphery of the second input shaft 5 and a fourth speed output gear 28 that is rotatably provided on the countershaft 10 and meshes with each other. Constitute.

The countershaft 10 is further provided with a synchronous mesh mechanism 29 for exclusive use of the sixth speed disposed between the sixth speed output gear 24 and the second speed output gear 24. The ring sleeve 29a is shifted in the axial direction to function as follows.
That is, when the coupling sleeve 29a is moved rightward from the illustrated neutral position and meshed with the clutch gear 29b, the sixth speed output gear 24 is drivingly coupled to the countershaft 10 to realize the sixth speed as described later. Is possible.

Further, the countershaft 10 is provided with a second-speed / fourth-speed synchronous meshing mechanism (synchromesh mechanism) 30 disposed between the second-speed output gear 26 and the fourth-speed output gear 28. By shifting the coupling sleeve 30a in the axial direction, it functions as follows.
That is, when the coupling sleeve 30a is moved rightward from the illustrated neutral position and meshed with the clutch gear 30b, the second speed output gear 26 is drivingly coupled to the countershaft 10 to realize the second speed as described later. Is possible.
Further, when the coupling sleeve 30a is moved backward from the illustrated neutral position and meshed with the clutch gear 30c, the fourth speed output gear 28 is drivingly coupled to the countershaft 10 to realize the fourth speed as described later. It is possible.

Next, the shifting operation of the twin clutch type manual transmission having the above-described configuration will be described.
In non-traveling ranges such as neutral (N) range and parking (P) range where power transmission is not desired, both normally open clutches (automatic wet-rotating clutches) C1 and C2 are uncontrolled and released. The coupling sleeves 21a, 22a, 29a, and 30a of the synchronous mesh mechanisms 21, 22, 29, and 30 are all set to the neutral position shown in the figure, and the twin clutch manual transmission is set to a neutral state where no power transmission is performed.

In driving ranges such as D range where forward power transmission is desired and R range where reverse power transmission is desired,
By controlling the coupling sleeves 21a, 22a, 29a, 30a of the synchronous mesh mechanisms 21, 22, 29, 30 and the wet rotary clutches C1, C2 as follows using the hydraulic oil from the oil pump 9 as a medium, A forward shift speed and a reverse shift speed can be realized.

The automatic wet-rotating clutches C1 and C2 are used for slip engagement for shock countermeasures when controlling the first shift speed and the reverse shift speed, which are the starting gears, and for clutch switching control during gear shifting. Because it is required for cooling and wear prevention for slip fastening to
In both the non-traveling range and the traveling range, the hydraulic oil from the oil pump 9 is supplied to the wet rotating clutches C1 and C2 as lubricating oil, as shown by the arrow α, so that the wet rotating clutches C1 and C2 are particularly fastened. Cool and prevent wear to cope with heat and wear during transition.

  When the driver changes from the non-traveling range such as the neutral (N) range or the parking (P) range to the forward traveling range such as the D range, the wet rotary clutch C1, which has been released as described above in the non-traveling range. C2 is kept in the released state as usual, and in this state, the first-speed pre-shift and the second-speed pre-shift as shown in the column of “shift stage = first speed” in FIG. .

That is, by first moving the coupling sleeve 21a of the synchronous meshing mechanism 21 to the right from the neutral position shown in the figure, the synchronous meshing mechanism 21 performs a meshing operation for drivingly coupling the gear 14 to the countershaft 10 under the rotationally synchronized action. To perform the pre-shift to the first speed in the odd-numbered gear group (hereinafter, the meshing operation to the first speed of the synchronous meshing mechanism 21 performed for the preshift is referred to as the D-select meshing operation A of the synchronous meshing mechanism. ),
Further, by moving the coupling sleeve 30a of the synchronous meshing mechanism 30 to the right from the neutral position shown in the drawing, the synchronous meshing mechanism 30 drives and couples the gear 26 to the countershaft 10 under the rotationally synchronized action, and thereby the even gear group. The pre-shift to the second speed is performed (hereinafter, the meshing operation to the second speed of the synchronous mesh mechanism 30 performed for the pre-shift is also referred to as the D-select meshing operation A of the synchronous mesh mechanism).

However, as described above, even if the selection operation is performed from the non-traveling range such as the neutral (N) range or the parking (P) range to the forward traveling range such as the D range, the driver starts the accelerator pedal. While the operation is not performed, the wet rotary clutches C1 and C2 are kept in the released state as usual.
For this reason, even if the pre-shift to the first speed and the pre-shift to the second speed are performed, the rotation of the engine 1 is transmitted to the output shaft 6 via the first speed transmission gear train and the second speed transmission gear train. The vehicle can be kept stationary.

In this state, when the driver performs a starting operation such as depressing the accelerator pedal, the vehicle is in the released state as described above, as indicated by a circle in the column of “shift speed = first speed” in FIG. Among the automatic wet rotation clutches C1 and C2, the automatic wet rotation clutch C1 related to the first speed corresponding to the start gear position in the forward travel range is engaged.
As a result, the engine rotation from the clutch C1 is output in the axial direction from the output shaft 6 via the first input shaft 4, the first speed gear set G1, the counter shaft 10, and the output gear sets 11, 12, and at the first speed. Power transmission can be performed.
It should be noted that, at the time of the start, it is a matter of course that the clutch C1 is engaged and controlled (slip engagement) for that purpose so that a smooth front start without a start shock is performed.

At the time of upshifting from the first speed to the second speed, the clutch in the engaged state is indicated by an arrow from the “shift speed = 1 speed” column to the “shift speed = 2 speed” column in FIG. By releasing C1 and engaging the released clutch C2 (by clutch switching slip control),
Switching from the first speed transmission gear train to the second speed transmission gear train, that is, from the first speed, coupled with the pre-shift to the second speed performed as described above during the selection operation from the non-travel range to the forward travel range. The upshift to the second speed is performed.
As a result, the engine rotation from the clutch C2 is output in the axial direction from the output shaft 6 via the second input shaft 5, the second speed gear set G2, the counter shaft 10, and the output gear sets 11, 12. Power transmission at the second speed can be performed.

Note that, while the second speed is being realized as described above, in the state in which the clutch C1 is disengaged, in the column “speed stage = 2 speed” and “speed stage = 3” in FIG. The 1 → 3 pre-shift as shown in the “Speed” column is performed as described below.
That is, by first returning the coupling sleeve 21a of the synchronous meshing mechanism 21 to the neutral position, the synchronous meshing mechanism 21 performs the disengagement operation for separating the gear 14 from the countershaft 10, thereby performing the above-described operation performed in the odd-numbered gear group. Cancel 1st speed pre-shift,
Further, by causing the coupling sleeve 22a of the synchronous meshing mechanism 22 to move right from the neutral position, the synchronous meshing mechanism 22 performs a meshing operation for drivingly coupling the gear 19 to the first input shaft 4 under the rotational synchronization action, thereby By performing a pre-shift to the third speed in the same odd-numbered gear group (hereinafter, the meshing operation of the synchronous meshing mechanism 22 performed for the preshift is referred to as a gear meshing operation B for the synchronous meshing mechanism), the 1 → Perform 3 pre-shifts.

At the time of upshifting from the second speed to the third speed, the clutch in the engaged state is indicated by an arrow from the “shift speed = 2 speed” column to the “shift speed = 3 speed” column in FIG. By releasing C2 and engaging the released clutch C1 (by clutch switching slip control),
Switching from the 2nd speed transmission gear train to the 3rd speed transmission gear train, that is, from the 2nd speed to the 3rd speed, coupled with the 1 → 3 pre-shift performed as described above while the 2nd speed is realized Upshift.
As a result, the engine rotation from the clutch C1 is output in the axial direction from the output shaft 6 via the first input shaft 4, the third speed gear set G3, the countershaft 10, and the output gear sets 11, 12. Power transmission at the third speed can be performed.

Note that, while the third speed is being realized as described above, in the state where the clutch C2 is disengaged, in the column “speed stage = third speed” in FIG. The 2 → 4 pre-shift as shown in the “Speed” column is performed as described below.
That is, by first returning the coupling sleeve 30a of the synchronous meshing mechanism 30 to the neutral position, the synchronous meshing mechanism 30 performs the disengagement operation for separating the gear 26 from the countershaft 10, thereby performing the above-described operation in the even-numbered speed group. Cancel the 2nd speed pre-shift,
Further, by moving the coupling sleeve 30a of the synchronous mesh mechanism 30 to the left from the neutral position, the synchronous mesh mechanism 30 performs a meshing operation for drivingly coupling the gear 28 to the countershaft 10 under the rotational synchronization action, thereby the same even number. By performing pre-shifting to the fourth speed in the gear group (hereinafter, the meshing operation of the synchronous mesh mechanism 30 performed for the pre-shift is referred to as the gear meshing operation B for the synchronous mesh mechanism), the 2 → 4 Perform pre-shift.

At the time of upshifting from the third speed to the fourth speed, the clutch in the engaged state is indicated by an arrow from the “shift stage = third speed” column to the “shift stage = fourth speed” column in FIG. By releasing C1 and engaging the released clutch C2 (by clutch switching slip control),
Switching from the 3rd speed transmission gear train to the 4th speed transmission gear train, that is, from the 3rd speed to the 4th speed, coupled with the 2 → 4 pre-shift performed as described above while the 3rd speed is realized Upshift.
As a result, the engine rotation from the clutch C2 is output in the axial direction from the output shaft 6 via the second input shaft 5, the fourth speed gear set G4, the counter shaft 10, and the output gear sets 11, 12. Power transmission at the fourth speed can be performed.

Note that while the fourth speed is being realized as described above, in the state where the clutch C1 is disengaged, in the column “speed stage = fourth speed” in FIG. The 3 → 5 pre-shift as shown in the “Speed” column is performed as described below.
That is, by first returning the coupling sleeve 22a of the synchronous meshing mechanism 22 to the neutral position, the synchronous meshing mechanism 22 performs the disengagement operation for separating the gear 19 from the first input shaft 4, thereby performing it in the odd gear group. Cancel the third speed pre-shift,
Further, by moving the coupling sleeve 22a of the synchronous meshing mechanism 22 to the left from the neutral position, the synchronous meshing mechanism 22 performs a meshing operation for directly connecting the first input shaft 4 to the output shaft 6 under the rotational synchronization action, thereby By causing pre-shifting to the fifth speed in the same odd speed group (hereinafter, the meshing operation of the synchronous meshing mechanism 22 performed for the preshift is referred to as the gear meshing operation B of the synchronous meshing mechanism), the 3 → Perform 5 pre-shifts.

At the time of upshifting from the fourth speed to the fifth speed, the clutch in the engaged state is indicated by an arrow from the “shift stage = fourth speed” column to the “shift stage = fifth” column in FIG. By releasing C2 and engaging the released clutch C1 (by clutch switching slip control),
Switching from the 4th speed transmission gear train to the 5th speed transmission gear train, that is, from the 4th speed to the 5th speed, coupled with the 3 → 5 preshift performed as described above while the 4th speed is being realized. Upshift.
As a result, the engine rotation from the clutch C1 is output in the axial direction from the output shaft 6 via the first input shaft 4 and the coupling sleeve 29a, and the power is transmitted at the fifth speed (speed ratio 1: 1). It can be performed.

Note that while the fifth speed is being realized as described above, in the state in which the clutch C2 is disengaged, in the column “speed stage = 5th speed” in FIG. The 4 → 6 pre-shift as shown in the “Speed” column is performed as described below.
That is, by first returning the coupling sleeve 30a of the synchronous meshing mechanism 30 to the neutral position, the synchronous meshing mechanism 30 performs the disengagement operation for separating the gear 28 from the countershaft 10, thereby performing the above-described operation performed in the even-numbered speed group. Cancel the 4th speed pre-shift,
Further, by moving the coupling sleeve 29a of the synchronous meshing mechanism 29 to the right from the neutral position, the synchronous meshing mechanism 29 performs a meshing operation for drivingly coupling the gear 24 to the countershaft 10 under the rotational synchronization action, thereby the same even number. By causing pre-shifting to the sixth speed in the gear group (hereinafter, the meshing operation of the synchronous mesh mechanism 29 performed for the pre-shift is referred to as the gear meshing operation B for the synchronous mesh mechanism), the 4 → 6 Perform pre-shift.

At the time of upshifting from the fifth speed to the sixth speed, the clutch in the engaged state is indicated by the arrow from the “shift stage = 5-speed” column to the “shift-stage = 6-speed” column in FIG. By releasing C1 and engaging the released clutch C2 (by clutch switching slip control)
Switching from the fifth gear transmission gear train to the sixth gear transmission gear train, coupled with the 4 → 6 pre-shift performed as described above while the fifth gear is being realized, that is, from the fifth gear to the sixth gear. Upshift.
As a result, the engine rotation from the clutch C2 is output in the axial direction from the output shaft 6 via the second input shaft 5, the sixth speed gear set G6, the counter shaft 10, and the output gear sets 11, 12. Power transmission at the sixth speed can be performed.

  While the sixth speed is being realized as described above, while maintaining the 3 → 5 pre-shift state as described above while the fourth speed is being realized, the `` shift stage '' in FIG. = 5-speed "as shown in the" 5-speed "column maintains the 5-speed pre-shift state.

  Even when downshifting from the sixth speed to the first speed in sequence, the reverse preshift and the clutch C1, as described above, as shown in FIG. A predetermined sequential downshift can be performed via the C2 engagement / release control.

When the vehicle is finally stopped by the progress of the sequential downshift, while the second speed is being realized, the column of “speed stage = 2 speed” and “speed stage = 1 speed” in FIG. As shown in the column of “”, pre-shift from the third speed to the first speed (previous start shift speed in the D range) in the odd-number shift speed group is performed (hereinafter, the synchronous meshing mechanism 21 performed for the preshift) This meshing operation to the first speed is referred to as a stopping meshing operation C of the synchronous meshing mechanism).
When the vehicle speed becomes a low vehicle speed to be downshifted from the second speed to the first speed, the clutch C2 is released and the clutch C1 is engaged (by clutch switching slip control) to the first speed. Downshift.
During traveling at the first speed, when the deceleration further proceeds and the vehicle speed becomes the vehicle speed immediately before stopping, the vehicle can be stopped by releasing the wet rotary clutch C1.

  Thereafter, when switching from the D range (forward travel range) to a non-travel range such as the neutral (N) range or the parking (P) range, in addition to releasing the clutches C1 and C2, the synchronous mesh mechanisms 21, 22, 29 , 30 are all set to the neutral position, and the twin clutch manual transmission is set to the neutral state where no power is transmitted.

When reverse travel is desired and the non-traveling range is switched to the R range, the synchronous meshing mechanism 21 moves the gear 16 under the rotationally synchronized action by moving the coupling sleeve 21a of the synchronous meshing mechanism 21 to the left from the neutral position. Is engaged with the countershaft 10 and is engaged.
As a result, a pre-shift to the reverse shift stage (rear start shift stage) in the odd-number shift stage group as shown in the column of “shift stage = reverse” in FIGS. The meshing operation to the reverse gear position of the synchronous meshing mechanism 21 performed for the pre-shift is referred to as the R-select meshing operation A of the synchronous meshing mechanism).

Even if the driver does not perform a starting operation such as depressing the accelerator pedal from the non-traveling range such as the neutral (N) range or the parking (P) range to the reverse traveling range such as the R range, the above-described reverse operation is performed. Even when the pre-shift to the gear position (rear start gear position) is performed, the wet rotary clutches C1 and C2 are kept in the released state as when the non-traveling range is selected.
For this reason, even if the pre-shift to the reverse gear is performed, the rotation of the engine 1 is not transmitted to the output shaft 6 via the reverse transmission gear train, and the stopped state can be maintained.

When the driver performs a starting operation such as depressing the accelerator pedal in this state, as shown above, as indicated by a circle in the column of “shift stage = reverse” in FIGS. 2 (a) and 2 (b), Of the automatic wet rotary clutches C1 and C2 that have been released, the automatic wet rotary clutch C1 related to the reverse gear corresponding to the start gear in the reverse travel range is engaged.
Thereby, the engine rotation from the clutch C1 is output in the axial direction from the output shaft 6 via the first input shaft 4, the reverse gear set GR, the counter shaft 10, and the output gear sets 11, 12.
At this time, since the rotation direction is reversed by the reverse gear set GR, power transmission at the reverse shift stage can be performed.
It should be noted that, at the time of the start, of course, the clutch C1 is engaged and controlled (slip engagement) for smooth start without causing a start shock.

Hereinafter, cooling of the wet rotary clutches C1 and C2 by the lubricating oil indicated by the arrow α in FIG. 1 and wear prevention will be considered.
In light of the purpose of cooling the wet rotary clutches C1 and C2 and preventing wear, the amount of lubricating oil supplied to the wet rotary clutches C1 and C2 has the following requirements.
When wet rotary clutches C1 and C2 are slipped in the driving range such as D range and R range, the amount of heat generated by the clutch is large and the wear becomes severe. It is necessary to increase the supply amount.

If the wet rotary clutches C1 and C2 are not slipped even in the same running range, there is no heat generation and wear of the clutches, so it is not necessary to supply lubricating oil to these clutches C1 and C2. It is preferable to continue to supply a small amount of lubricating oil in anticipation of a slip condition and in view of the supply of highly responsive lubricating oil required at the time of the slip.
However, during the meshing operation of the synchronous meshing mechanism performed with the wet rotary clutches C1 and C2 being released in the traveling range, if the lubricating oil is supplied to the clutches C1 and C2 even if the amount is small, the clutch C1 , C2 generates drag torque, and the meshing operation of the synchronous meshing mechanism becomes difficult or impossible, resulting in a problem in shifting. Therefore, it is preferable that the amount of lubricating oil supplied to the clutches C1 and C2 is made zero.

By the way, in the twin clutch type manual transmission, if the synchronous meshing mechanism is not in a state where the meshing operation has been completed, starting and shifting by the engagement / release / slip control of the wet rotary clutch cannot be performed, and the meshing of these synchronous meshing mechanisms The operation and the slip accompanying the heat generation of the wet rotary clutch are not performed simultaneously.
Accordingly, the wet rotary clutch does not slip and generate heat during the meshing operation of the synchronous mesh mechanism, and during this time, even if the amount of lubricating oil supplied to the wet rotary clutch is zero, the heat generation and wear of the clutch become a problem. There is nothing.
In addition, as is apparent from the above description even in the non-traveling range, the wet rotary clutch does not generate a slip accompanied by heat generation, and even if the lubricating oil supply amount to the wet rotary clutch is zero, the clutch heat generation and wear Will not be a problem.

However, even if the amount of lubricating oil supplied to the wet rotary clutch is reduced to zero and the lubricating oil is not supplied between the clutch disks, the lubricating oil remains between the clutch disks,
Until this residual lubricating oil is completely removed from between the clutch disks, it is necessary to eliminate the lubricating oil according to the centrifugal force acting on the residual lubricating oil due to the rotation of the wet rotary clutch. There is.

That is, among the above-described synchronous meshing mechanism D, R select meshing operation A, shifting meshing operation B, and stopping meshing operation C, the shifting meshing operation B and stopping meshing operation C of the synchronous meshing mechanism are respectively This is done while the vehicle is running.
During such travel, the rotational speed of the wet rotary clutch is high and the centrifugal force acting on the residual lubricating oil is also large. Accordingly, the lubricating oil is supplied between the clutch disks with the amount of lubricating oil supplied to the wet rotary clutch being zero. When there is no longer any problem, the residual lubricating oil between the clutch disks is quickly scattered and eliminated outward in the radial direction, and there is no problem with the clutch drag torque.

However, since the D and R select engagement operation A of the synchronous engagement mechanism is performed while the accelerator pedal is released while the vehicle is stopped, the rotation speed of the wet rotation clutch is a low rotation speed corresponding to the engine idling rotation speed. Thus, the centrifugal force acting on the residual lubricating oil is also small.
For this reason, even if the amount of lubricating oil supplied to the wet rotary clutch is set to zero and the lubricating oil is not supplied between the clutch disks, the time for removing the lubricating oil after that becomes longer, and the lubricating oil is supplied between the clutch disks. Lubricating oil remains between the clutch disks for a considerable amount of time after being stopped.
During this time, the wet rotary clutch generates drag torque through the residual lubricating oil, which makes it difficult or impossible to engage the synchronous engagement mechanism, thereby causing a problem in shifting.

  In order to solve this problem and in view of the above circumstances, in this embodiment, the drag torque of the wet rotary clutches C1 and C2 that is cooled by receiving the supply of the lubricating oil indicated by the arrow α in FIG. The reduction control is performed as shown in the time charts of FIGS. 5 to 12 in accordance with the control program shown in FIGS.

FIG. 3 shows a control program related to the shift control by the pre-shift and engagement (ON) / release (OFF) of the wet rotary clutches C1 and C2, and the control of the lubricant oil supply amount to these clutches C1 and C2. It starts at ON.
First, in step S101, a range signal related to the current selected range, a vehicle speed signal related to the vehicle speed VSP, and an accelerator opening signal related to the accelerator opening APO are read.
In step S102 and step S117, it is checked whether the currently selected range is the forward travel range (D range for forward automatic shift, L range for engine brake, etc.) or reverse travel range (R range). .

When it is determined in step S102 that the forward travel range is being selected, the control proceeds to step S103, and shifts to the forward travel range shift control and clutch lubricant oil amount determination loop.
When it is determined in step S117 that the reverse travel range is being selected, the control advances to step S118 to shift to the reverse travel range shift control and clutch lubricating oil amount determination loop.
When it is determined in step S102 that the forward travel range is not selected, and it is determined in step S117 that the reverse travel range is not selected, that is, it is determined as a non-travel range (P range for parking or N range for stopping). If so, the control proceeds to step S127, and shifts to a shift control and clutch lubricant oil amount determination loop for the non-traveling range.

When the non-traveling range is selected and step S127 is selected, in this step S127, the clutches C1 and C2 are both released as described above because of the non-driving range,
In the next step S128, since both the clutches C1 and C2 are in the disengaged state, neither cooling nor wear prevention is required, so the supply amount of the lubricating oil α (see FIG. 1) to the clutches C1 and C2 is made zero.
Since there is no pre-shift processing step in the loop, all synchronous meshing mechanisms are kept in the neutral position, and a stop state in the non-traveling range can be obtained.

When it is determined in step S102 that the forward travel range is being selected, first in step S103, it is determined whether or not it is immediately after switching to the forward travel range, that is, a selection operation from the non-travel range to the forward travel range is performed. Check if it was just after it was made.
If it is immediately after the selection operation from the non-travel range to the forward travel range, in step S104, the above-mentioned odd shift group to be preshifted to the first speed (meshing operation of the synchronous meshing mechanism 21) and even number to be performed immediately after the select operation. A pre-shift to the second speed of the gear group (meshing operation of the synchronous meshing mechanism 30) is executed.
It should be noted that “pre-shift (meshing operation of the synchronous meshing mechanism)” in this specification refers not to the command signal but to the actual operation itself.
If it is determined in step S103 that it is not immediately after the selection operation from the non-travel range to the forward travel range, in step S105, a pre-shift (corresponding to the schedule map to be performed during the travel described above with reference to FIGS. Engaging operation and disengaging operation of the synchronous engagement mechanism).

In step S106, it is checked whether or not the preshift started in step S104 or step S105 is completed. If the preshift is not completed, the control proceeds to step S115.
As a pattern in which the control proceeds to step S115, according to the determination result whether or not immediately after the selection operation from the non-traveling range to the forward traveling range, which is determined in step S103,
A first pattern from step S104 and step S106 to step S115;
There is a second pattern that reaches step S115 via step S105 and step S106.

In the former first pattern, the 1st-speed preshift and the 2nd-speed preshift executed in step S104 in response to the above selection operation are incomplete (step S106), and the transmission path has not been established. C2 is released together.
In the latter second pattern, the pre-shift during running based on FIGS. 2 (a) and 2 (b), which is executed in step S105 when not immediately after the selection operation, is incomplete (step S106), and the clutches C1 and C2 are incomplete. Of these, one clutch C1 (C2) corresponding to the current realized shift speed is released, and the other clutch C2 (C1) is engaged.

In step S115, the preshift is further advanced by maintaining the clutches C1 and C2 in the same state as the previous state as described above.
In the next step S116, the clutches C1 and C2 are released so that the released clutch C1 or C2 does not make pre-shift (meshing operation of the synchronous meshing mechanism) difficult by generating drag torque via the lubricating oil. Lubricating oil supply amount is set to zero (in some cases, it may not be always reduced to zero but may be reduced).

When it is determined in step S106 that the preshift has been completed, it is determined in step S107 whether or not a start request operation has been performed from the accelerator opening APO, and in step S110, it is suitable for the current driving state (accelerator opening APO and vehicle speed VSP). It is checked whether or not there is a shift request depending on whether or not the target shift speed is different from the currently realized shift speed.
When it is determined in step S107 that there is no start request operation, and it is determined in step S110 that there is no shift request, that is, neither of the clutches C1 and C2 is in a non-slip state that does not cause problems related to heat generation or wear. If it is determined, control proceeds to step S113.

As a pattern in which the control proceeds to step S113, according to the determination result whether or not it is immediately after the selection operation from the non-traveling range to the forward traveling range, which is determined in step S103,
A first pattern from step S104 to step S106 to step S113 via step S107 to step S110;
There is a second pattern that goes to step S113 via step S105 → step S106 → step S107 → step S110.

In the former first pattern, the 1st-speed preshift and the 2nd-speed preshift executed in step S104 in response to the above selection operation have been completed (step S106), but there is no start request yet (step S107). Since the stopping by the brake operation is maintained, the clutches C1 and C2 are both released (however, the starting clutch C1 is in a precharge state immediately before starting to have the engagement capacity from the viewpoint of starting response)
Both clutches C1 and C2 are in a non-slip state that does not cause problems related to heat generation or wear.

In the latter second pattern, the pre-shift during traveling based on FIGS. 2 (a) and 2 (b), which should be executed in step S105 when not immediately after the select operation, has been completed (step S106), but a shift request is still required. (Step S110), one of the clutches C1 and C2 is in a state in which one clutch C1 (C2) corresponding to the current realized gear is released and the other clutch C2 (C1) is engaged And
Both clutches C1 and C2 are in a non-slip state that does not cause problems related to heat generation or wear.

In step S113, the clutches C1 and C2 are kept in the same state as the previous state in response to the absence of a start request or a shift request, and in the next step S114, the amount of lubricating oil supplied to the clutches C1 and C2 Make a small amount.
Here, the reason why the amount of lubricating oil supplied to the clutches C1 and C2 is not zero but a small amount, even though the clutches C1 and C2 are in a non-slip state that does not cause problems related to heat generation and wear as described above. Is for the following.
In other words, if the amount of lubricating oil supplied to the clutches C1 and C2 is set to zero, the response delay from when the lubricating oil supply command is actually started to supply lubricating oil to the clutches C1 and C2 will increase, and will occur frequently in the future. This is because it is not possible to meet the high-response lubricating oil supply required at the time of slip control of the clutches C1 and C2, which is expected to be.

Accordingly, the small amount of the lubricating oil supply amount is an amount that satisfies the above requirement and is larger than the lubricating oil amount that does not hinder the meshing operation of the synchronous meshing mechanism.
By continuing to supply a small amount of lubricating oil to the clutches C1 and C2 in step S114 as described above, the response delay from when the lubricating oil supply command is actually started to be supplied to the clutches C1 and C2 is reduced. It is possible to sufficiently meet the frequent and highly responsive supply of lubricating oil required by the company.

When it is determined in step S106 that the pre-shift has been completed and then it is determined in step S107 that a start request operation has been performed,
In step S108, the start clutch C1 is gradually engaged to meet this start request, and in the next step S109, the amount of lubricating oil supplied to the clutches C1 and C2 is taken as a countermeasure against heat generation and wear caused by slip engagement of the start clutch C1. To increase.
Therefore, the large amount of lubricating oil supplied here is an amount capable of taking measures against heat generation and wear associated with slip engagement of the starting clutch C1, and is larger than the amount of lubricating oil that does not hinder the meshing operation of the synchronous meshing mechanism. The amount is also large.

In step S110, when it is determined that the target shift speed suitable for the current driving state is different from the current realized shift speed and there is a shift request to the target shift speed,
In step S111, the clutch C1, C2 is changed by engaging the clutch C2, (C1) in the released state while releasing the clutch C1 (C2) in the engaged state for upshift or downshift for the shift. By the slip control, a shift from the current realized shift speed to the target shift speed is performed.

In the next step S112, the amount of lubricating oil supplied to the clutches C1 and C2 is increased as a countermeasure for heat generation and wear associated with slip control when the clutches C1 and C2 are switched.
Therefore, the large amount of lubricating oil supplied here is an amount that can take measures against heat generation and wear associated with slip control when the clutches C1 and C2 are switched, and lubrication that does not hinder the meshing operation of the synchronous meshing mechanism. The amount is greater than the amount of oil.

When it is determined in step S117 that the reverse travel range is being selected, first in step S118, pre-shifting to the reverse gear position within the odd-numbered gear group to be performed when the reverse travel range is set (engagement of the synchronous meshing mechanism 21). Operation).
In step S119, it is checked whether or not the preshift started in step S118 has been completed. If the preshift has not been completed, the control proceeds to step S125.
In the pattern proceeding to step S125, the pre-shift to the reverse gear stage executed in step S118 in response to the selection operation to the reverse travel range is incomplete (step S119), and the transmission system path is not established. The clutches C1 and C2 are both released.

In step S125, the pre-shift is further advanced by maintaining the clutches C1 and C2 in the same released state as the previous state as described above.
In the next step S126, the clutch C1 is set so that the released clutch C1 does not generate a drag torque via the lubricating oil and makes it difficult to pre-shift to the reverse gear (meshing operation of the synchronous meshing mechanism 21). , The amount of lubricant supplied to C2 is made zero (in some cases, it is not always necessary to make it zero, and it may be reduced).

When it is determined in step S119 that the preshift has been completed, it is checked in step S120 whether or not a start request operation has been performed from the accelerator opening APO.
When it is determined in step S120 that there is no start request operation, that is, when it is determined that neither of the clutches C1 and C2 is in a non-slip state that does not cause a problem with heat generation or wear, the control proceeds to step S123.

In the pattern where control proceeds to step S123,
In response to the selection operation for the reverse travel range, the pre-shift to the reverse gear stage executed in step S118 is completed (step S119), but there is no start request yet (step S120), and the vehicle is stopped by a brake operation. Therefore, the clutches C1 and C2 are released together (however, the starting clutch C1 is in a precharged state immediately before starting to have the engagement capacity from the viewpoint of starting response),
Therefore, both the clutches C1 and C2 are in a non-slip state that does not cause problems related to heat generation and wear.

In step S123, in response to the absence of the start request, the clutches C1 and C2 are kept in the same state as the previous state as described above.
In the next step S124, the amount of lubricating oil supplied to the clutches C1 and C2 is reduced.
Here, the reason why the amount of lubricating oil supplied to the clutches C1 and C2 is not zero but a small amount, even though the clutches C1 and C2 are in a non-slip state that does not cause problems related to heat generation and wear as described above. Is for the following.
In other words, if the amount of lubricating oil supplied to the clutches C1 and C2 is set to zero, the response delay from when the lubricating oil supply command starts to the actual supply of lubricating oil to the clutches C1 and C2 will increase, and this will occur when starting in the future. This is because it is not possible to respond to the high-responsive supply of lubricating oil required when the clutch C1 is slip-engaged.

Accordingly, the small amount of the lubricating oil supply amount is an amount that satisfies the above requirement and is larger than the lubricating oil amount that does not hinder the meshing operation of the synchronous meshing mechanism.
As described above, by supplying a small amount of lubricating oil to the clutches C1 and C2 in step S124,
The response delay from when the lubricant supply command is actually started to be supplied to the clutches C1 and C2 is reduced, and the supply of lubricant to the highly responsive clutches C1 and C2 required at the time of start can be sufficiently met. .

When it is determined in step S119 that the preshift has been completed and then it is determined in step S120 that a start request operation has been performed,
In step S121, the start clutch C1 is gradually engaged to meet this start request. In the next step S122, the amount of lubricating oil supplied to the clutches C1 and C2 is taken as a countermeasure against heat generation and wear associated with slip engagement of the start clutch C1. To increase.
Therefore, the large amount of lubricating oil supplied here is an amount capable of taking measures against heat generation and wear associated with slip engagement of the starting clutch C1, and is larger than the amount of lubricating oil that does not hinder the meshing operation of the synchronous meshing mechanism. The amount is also large.

As is clear from the above explanation, according to the clutch lubricant supply amount control of FIG.
At the time of previous start (step S107, step S108), at the time of shifting (step S110, step S111), at the time of subsequent start (step S120, step S121),
Since the clutches C1 and C2 are in a slip state that generates heat and wear, the amount of lubricating oil supplied to the clutches C1 and C2 is increased to prevent these heat and wear (steps S109, S112, and S122). ),
It is possible to prevent the clutches C1 and C2 from becoming hot due to the slip state and being easily worn.

In addition, during the pre-start standby state (step S106, step S107, step S110, step S113) and the post-start standby state (step S119, step S120, step S123) after the preshift is completed, (Step S106, Step S107, Step S110, Step S113),
Although the clutches C1 and C2 are not in a slip state that causes heat generation and wear, which is a problem, in consideration of slip engagement of the clutches C1 and C2 at the time of starting or shifting in the future, the amount of lubricating oil supplied to the clutches C1 and C2 is not made zero Because it was decided to continue supplying a small amount of lubricating oil (step S114, step S124),
When the clutches C1 and C2 are started to be slip-engaged by starting or shifting, the supply of lubricating oil to these clutches C1 and C2 can be started with a high response, and the measures against heat generation and wear of the clutches are ensured. Can do.

Further, while the pre-shift is being executed before completion (step S106, step S115, step S119, step S125), the amount of lubricating oil supplied to the clutches C1 and C2 is made zero (step S116, step S126).
It is possible to reduce or prevent the clutches C1 and C2 from generating drag torque through the lubricating oil, and to reduce or prevent the pre-shift from becoming difficult due to the drag torque.

In the non-traveling range (steps S102, S117, and S127), in consideration of the fact that the clutches C1 and C2 are disengaged and the lubricant oil supply to them is not necessary, the amount of lubricant oil supplied to the clutches C1 and C2 is Since it is zero (step S128),
In the non-traveling range, it is possible to avoid the foolish supply of lubricating oil to the clutches C1 and C2 and to reduce energy loss.

By the way, while it is determined in step S110 that there is a shift request as in the present embodiment, the clutch lubricant supply amount is increased in step S112. However, if it is determined in step S110 that there is no shift request, clutch lubrication is immediately performed in step S114. There are the following concerns when reducing the oil supply to a small amount.
That is, during the shift, the clutch C1 and C2 change slip control performed in step S111 generates a large amount of heat, and at the end of the shift, the clutch lubricant oil supply amount is reduced to a small amount (step S114). The clutch C1 and C2 may temporarily become high temperature coupled with a slight time delay in the clutch temperature rise due to heat generation.
In order to solve this problem, even after it is determined in step S110 that there is no shift request, step S112 is executed for a predetermined time to maintain a large amount of clutch lubricant supply, and then step S114 is executed. Therefore, it is recommended to reduce the clutch lubricant supply amount to a small amount.

Note that, until the preshift is completed (step S106, step S115, step S119, step S125) as in the clutch lubricant supply amount control of FIG. 3, the lubricant oil supply amount to the clutches C1 and C2 is set to zero ( Step S116, Step S126),
For the following reasons, the clutch C1 and C2 cannot reliably relieve the generation of drag torque via the lubricating oil, and the pre-shift may be difficult due to the drag torque.

In other words, even if the lubricating oil supply amount to the clutches C1 and C2 is set to zero and the lubricating oil is not supplied between the clutch disks as described above in step S116 and step S126, the lubricating oil remains between the clutch disks. And
In order for the remaining lubricating oil to be completely removed from between the clutch disks, it is necessary to eliminate the lubricating oil according to the centrifugal force acting on the remaining lubricating oil by the rotation of the clutches C1 and C2.

This lubricating oil removal time will be considered below.
In step S116, step S105, step S106, step S115, and step S116, the control is performed so that the clutch drag torque that prevents the shifting meshing operation (preshift) of the synchronous meshing mechanism is not generated. And is performed while the vehicle is running.
During such travel, the rotational speed of the wet rotary clutches C1 and C2 is high and the centrifugal force acting on the residual lubricating oil is also large. After the lubricating oil supply is stopped, the residual lubricating oil between the clutch disks is quickly removed radially outward, and the problem related to the drag torque of the clutch can be solved only by the zero control of the lubricating oil supply amount in step S116. it can.

However, when the flow reaches step S116 through step S103 → step S104 → step S106 → step S115, or when the flow reaches step S126 through step S117 → step S118 → step S119 → step S125. The lubricant supply zero control is
In order to prevent the clutch drag torque from interfering with the D, R select meshing operation (pre-shift) of the synchronous meshing mechanism that is performed at the time of the selection operation to the forward travel range or the reverse travel range. Moreover, this is done while the accelerator pedal is released.
Thus, while the vehicle is stopped and the accelerator pedal is released, the rotation speed of the wet rotation clutches C1 and C2 is a low rotation speed corresponding to the engine idling rotation speed, and acts on the above-mentioned clutch remaining lubricating oil. The centrifugal force is also small.

For this reason, the lubrication oil supply time to the wet rotary clutches C1 and C2 is reduced to zero, and the lubrication oil removal time after the lubrication oil supply between the clutch disks is stopped is prolonged, and the lubrication oil supply between the clutch disks is reduced. Even after it is not made, the lubricating oil remains between the clutch disks for a considerable time.
During this time, the wet rotary clutches C1 and C2 generate drag torque via this residual lubricating oil, making the meshing operation of the synchronous meshing mechanism (pre-shift during D and R selection) difficult or impossible, and hindering shifting. Cause problems.

In order to solve this problem, in this embodiment, the engine idling rotational speed of the engine which is the input rotational speed of the wet rotary clutch C1, C2 is set as follows:
Ascending control is performed according to the control program shown in FIG.

The control program in Fig. 4 is started when the ignition switch is turned on.
First, in step S201, the lubricating oil temperature (ATF temperature) of the twin clutch type manual transmission, the range signal related to the currently selected range, and the operation of the engine drive auxiliary equipment (air conditioner compressor, water pump, generator, etc.) Read signal and engine coolant temperature signal.
In the next step S202, an initial value Neidle0 of the basic engine idling speed is set in the same manner as is generally performed while taking into account the operating state of the engine-driven auxiliary machine and the engine cooling water temperature. To do.

In step S203, it is checked whether or not the currently selected range is a non-traveling range (traveling range), and in step S204, it is checked whether or not the lubricating oil temperature is a low temperature lower than a set temperature.
This set temperature is made to correspond to the lower limit temperature of the high lubricating oil temperature range in which the lubricating oil viscosity does not cause the dragging torque that does not cause the clutch C1, C2 to interfere with the meshing operation of the synchronous meshing mechanism.
Therefore, when it is determined in step S204 that the lubricating oil temperature is a low temperature lower than the set temperature, the lubricating oil temperature is such that the clutches C1 and C2 generate drag torque that interferes with the meshing operation of the synchronous meshing mechanism. Means that.

When it is determined in step S203 that the current selected range is the running range, the engine idling speed increase control that promotes the scattering of the remaining lubricant in the clutch is not necessary, and therefore the control is sequentially performed in steps S210, S211 and S209. Proceed.
Further, when it is determined in step S204 that the lubricating oil temperature is a high temperature that does not generate clutch drag torque that interferes with the meshing operation of the synchronous meshing mechanism, the engine idling speed that promotes the scattering of the residual lubricant oil. Since the ascending control is unnecessary, the control proceeds to step S210, step S211 and step S209 sequentially.
As a result, it is possible to avoid unnecessary engine idling speed increase control from being performed and deterioration of fuel consumption.

In step S210, a timer T that measures the elapsed time since the start of engine idling speed increase control is reset to zero.
In step S211, the engine idling speed increase amount ΔNe is set to zero.
In step S209, the value obtained by adding the engine idle speed increase amount ΔNe = 0 set in step S211 to the basic engine idle speed initial value Neidle0 set in step S202 is used as the target idle speed. Determined as Neidle.
Therefore, in this case, the target idling rotational speed Neidle is set to the same rotational speed as the initial value Neidle0, and the engine idling rotational speed increase control for scattering the remaining lubricant oil is not executed.

In step S203, it is determined that the current selection range is a non-traveling range, and in step S204, the lubricating oil temperature is a low temperature that generates a clutch drag torque that interferes with the meshing operation of the synchronous meshing mechanism. When the determination is made, it is necessary to perform an engine idling speed increase control that promotes the scattering of the remaining lubricant in the clutch, and therefore the control proceeds to step S205.
In this step S205, the engine idling speed increase time To necessary for scattering the remaining clutch lubricant is set.
The engine idling speed increase time To is set to be longer as the lubricating oil temperature is lower, so that the remaining lubricating oil of the clutch can be surely scattered under any low temperature (high viscosity).

In the next step S206, the timer T for measuring the elapsed time from when this step is selected is incremented, and the engine idling after the engine idling speed increase control is started by this timer T. The speed increase control continuation time can be monitored.
In step S207, it is determined whether or not the measurement time of the timer T (the engine idling speed increasing control duration) is less than the engine idling speed increasing time To set in step S205, that is, the engine idling speed increasing. It is checked whether or not the engine idling speed increase time To has elapsed since the start of control.

Since initially T <To naturally, the control proceeds to step S208, and in this step, the engine idling rotational speed increase ΔNe necessary for scattering the remaining clutch lubricant is set in accordance with the lubricant temperature.
The engine idling rotational speed increase amount ΔNe is increased as the lubricating oil temperature is lower, and is set so that the clutch residual lubricating oil can be quickly scattered under any low temperature (high viscosity).
The product of the engine idling speed increase ΔNe and the engine idling speed increase time To described above is the energy for scattering the clutch residual lubricant, and the engine idling speed increase ΔNe and the engine idling speed increase. Even if one of the times To is reduced and the other is increased, the clutch remaining lubricating oil can be reliably scattered at a predetermined speed.

Next, the control proceeds to step S209. In this case, in step S209, the engine idle speed increase amount corresponding to the lubricating oil temperature set in step S208 is set to the basic engine idle speed Neidle0 set in step S202. (Neidle0 + ΔNe) obtained by adding ΔNe is defined as the target idling rotational speed Neidle,
As a result, engine idling rotational speed increase control for scattering of the remaining lubricant is performed.

When it is determined in step S207 that the measurement time of the timer T (the engine idling speed increasing control duration) has reached the engine idling speed increasing time To, that is, after the engine idling speed increasing control is started. When the engine idling speed rise time To has elapsed,
The process is switched to the loop from step S211 to step S209, and the above-described engine idling speed increase control for scattering of the remaining lubricating oil is ended.

According to the engine idling speed increase control in FIG. 4, before the start of the pre-shift meshing operation of the synchronous meshing mechanism accompanying the selection of the forward travel range and the reverse travel range, and since the non-travel range is selected. In order to increase the engine idling speed to a value higher by ΔNe than the initial value Neidle0 during the engine idling speed increasing time To,
The remaining lubricating oil of the clutches C1 and C2 whose supply of lubricating oil has been stopped can be reliably and quickly scattered by a large centrifugal force even during engine idling operation in a stopped state.
Therefore, the clutch C1, C2 does not generate drag torque via the residual lubricating oil, and the pre-shift meshing operation of the synchronous mesh mechanism accompanying selection to the forward travel range and the reverse travel range is difficult due to the clutch drag torque. Or the problem of becoming impossible can be solved.

Furthermore, the engine idling speed increase time To is increased as the lubricating oil temperature is lower, and the engine idling speed increasing amount ΔNe is increased as the lubricating oil temperature is lower.
The above-mentioned operation and effect can be achieved reliably under any lubricating oil temperature and efficiently with the minimum idling speed increase control.

Further, when performing the engine idling rotational speed increase control for encouraging the scattering of the residual lubricant oil before the pre-meshing operation of the synchronous meshing mechanism accompanying the selection to the forward travel range or the reverse travel range,
Since the engine idling speed increase control is started when the ignition switch where the control program of FIG. 4 is started or when the non-traveling range is selected (step S203),
The above-mentioned effects can be achieved at low cost without the trouble of newly performing the engine idling speed increase control start determination.

In addition, when the lubricating oil temperature is in a high temperature range that does not generate clutch drag torque that hinders the meshing operation of the synchronous meshing mechanism, engine idling speed increase control that promotes the scattering of the residual clutch lubricating oil is performed. Because we decided not to do so,
It can be avoided that the engine idling speed increase control is wastefully performed and the fuel efficiency is deteriorated.

Further, even during engine idling speed increase control, when switching from the non-traveling range to the traveling range is performed, step S203 proceeds to step S210 to end the engine idling speed increase control.
When the start clutch C1 is engaged with the range switching from the non-travel range to the travel range, the engine idling speed is not increased and the start clutch C1 is engaged when the engine idling speed is increased. The resulting clutch engagement shock and sudden start can be avoided.

By the way, although not explained in the lubricating oil supply amount control in FIG. 3, when it is determined in step S204 in FIG. 4 that the lubricating oil temperature is higher than the set temperature, that is, the clutches C1 and C2 are engaged with the synchronous meshing mechanism. When the lubricating oil temperature does not generate drag torque that hinders operation,
In addition to ending the engine idling speed increase control as described above with reference to FIG. 4, the clutch lubricant supply amount zero control at step S116 and step S126 of FIG.
It is possible to prevent the occurrence of poor lubrication of the clutch by useless control of the unnecessary supply amount of lubricating oil.

In the above-described embodiment, the engine idling speed increase control in FIG. 4 is used in combination with the lubricant supply amount control in FIG. 3 (specifically, the lubricant supply amount zero control in steps S116 and S126). But
The engine idling speed increase control in FIG. 4 may be performed independently without the lubricant supply amount decrease control in FIG. 3 (specifically, the lubricant supply amount zero control in steps S116 and S126). A torque reduction effect can be achieved.
In this case, however, it is needless to say that the engine idling speed increase control needs to be continued until the synchronous meshing mechanism finishes the rotation synchronization.

  The lubricant supply amount decrease control in FIG. 3 and the engine idling speed increase control in FIG. 4 are as follows based on FIGS. 5 to 12 showing operation time charts for each of scenes 1 to 8 that require clutch drag torque reduction control. Detailed description.

FIG. 5 is an operation time chart of the present embodiment (scene 1).
Lubricating oil temperature is a low temperature that generates clutch drag torque. After the ignition switch is turned off, the driver turns the ignition switch on again at an instant t1 in a short time, and then the non-traveling range (P range is illustrated at instant t3) However, the corresponding synchronous meshing mechanism is operated from the neutral position to the 1st gear position by performing a select operation from the N range, etc.) to the travel range (D range is exemplified, but the L range is also included). This corresponds to a scene when a pre-shift meshing operation is performed.
It is assumed that the driver keeps the accelerator pedal released until the instant t3 and thereafter.

By starting the control program shown in Figs. 3 and 4 at the instant t1 when the ignition switch is turned on,
The command value of the clutch lubricating oil supply amount is set to zero (step S116), the idling rotational speed increase amount ΔNe is set to ΔNe1 (for example, 200 rpm) corresponding to the lubricating oil temperature (step S208), and the idling rotational speed increase time To is It is set to T1 (for example, 2 seconds) corresponding to the lubricating oil temperature (step S205).

The engine is started at the instant t1 when the ignition switch is turned on, but the target idling speed Neidle is obtained by adding the idling speed increase amount ΔNe = ΔNe1 corresponding to the lubricating oil temperature to the basic initial value Neidle0 as usual. The number of rotations is set (step S209).
Therefore, the engine is idling while the target idling speed Neidle = Neidle0 + ΔNe1 is increased from the instant t1 when the ignition switch is turned on.
This idling speed increasing control is performed from the instant t1 when the ignition switch is turned on to the instant t2 when the idling speed increasing time To = T1 elapses, and thereafter the engine is the basic initial as usual by ΔNe = 0 (step S211). It is idling with the value Neidle0.

Here, considering the amount of lubricating oil remaining between the clutch disks of the clutches C1 and C2, this residual lubricating oil amount is gradually decreased as shown in the figure because the remaining lubricating oil drops by gravity until the instant t1 when the ignition switch is turned on. To decrease.
During the period from the instant t1 when the ignition switch is turned on to the instant t2, the lubricating oil is quickly scattered due to the large centrifugal force generated by the idling speed increase control described above. The amount of remaining lubricating oil decreases rapidly as shown by the solid line in this example (scene 1).

As indicated by the solid line in this embodiment (scene 1), the clutch residual lubricant amount from the instant t2 decreases more slowly than the instant t2 due to a small centrifugal force corresponding to the normal low idling rotational speed initial value Neidle0.
However, at the end of idling speed increase control t2, the residual clutch oil amount decreases, and the target residual oil amount (the clutch residual torque that does not generate clutch drag torque that interferes with the pre-meshing operation of the synchronous meshing mechanism) Lubricating oil amount).

In other words, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the corresponding synchronous meshing mechanism operates from the neutral position to the first gear position, and starts the pre-shifting meshing operation that is scheduled. Before instant t3,
The clutch residual lubricating oil amount can be reduced to the reduced target residual oil amount, and it is possible to prevent the occurrence of clutch drag torque that hinders the pre-shifting engagement operation of the synchronous engagement mechanism.

By the way, when the idling rotational speed increase control is not performed as in the present embodiment, the clutch residual lubricating oil is only subjected to a small centrifugal force according to the normal low idling rotational speed initial value Neidle0. As shown by the broken line, the amount decreases slowly from the instant t1, and it does not become the lower target residual oil amount unless it is an instant t4 after the instant t3.
For this reason, in response to the selection operation from the non-traveling range (P range) to the traveling range (D range), the synchronous meshing mechanism operates from the neutral position to the first gear position at the instant t3 to perform the planned preshift meshing operation. When trying to go,
There is a concern that the clutch residual lubricating oil amount has not yet decreased to the lower target residual oil amount, and clutch drag torque is generated, making the pre-shifting engagement operation of the synchronous engagement mechanism difficult or impossible.
According to the present embodiment, as described above, the idling rotation speed increase control can surely eliminate such a concern.

Note that Fig. 5 shows the operation when the ignition switch is turned on again at an instant t1 in a short time after the ignition switch is turned off, but when the ignition switch is turned on after maintaining the ignition switch OFF state for a long time, the ignition switch The clutch residual lubricating oil is all dripped by gravity before turning ON, and the clutch drag torque is not generated in combination with the above-described control of the lubricating oil supply amount zero.
In this case, since idling speed increase control as in this embodiment is not required, it is possible not to perform the idling speed increase control and to avoid deterioration of fuel consumption due to useless idling speed increase control. Is possible.

FIG. 6 is an operation time chart of the present embodiment (scene 2), and shows an operation when the lubricating oil temperature is lower than that of the present embodiment (scene 1) shown in FIG. .
The other conditions are the same as in the present embodiment (scene 1) in FIG. 5. After the driver turns off the ignition switch, the ignition switch is turned on again at the instant t1 in a short time, and then the non-traveling range at the instant t3 ′. By performing a select operation from the (P range) to the travel range (D range), the corresponding synchronous meshing mechanism operates from the neutral position to the 1st speed position to perform the planned preshift meshing operation.
Note that the driver keeps the accelerator pedal released until the instant t3 'and thereafter, as in the present embodiment (scene 1) in FIG.

At the instant t1 when the ignition switch is turned ON, the command value for the clutch lubricant supply amount is set to zero, and the idling rotational speed increase amount ΔNe is set to ΔNe1 corresponding to the lubricant temperature (here, ΔNe1 is the same as in FIG. The idling rotational speed rise time To is set to T1 ′ (for example, 5 seconds) corresponding to the lubricating oil temperature (longer than T1 in FIG. 5 in response to the cryogenic temperature).
The engine is started at the instant t1 when the ignition switch is turned on, but the target idling speed Neidle corresponds to the initial temperature Neidle0, which is the basic value as usual, as shown by the solid line in this example (scene 2). The idling rotation speed increase amount ΔNe = ΔNe1 is added.

Therefore, the engine is idling while the target idling speed Neidle = Neidle0 + ΔNe1 is increased from the instant t1 when the ignition switch is turned on.
The idling speed increase control is performed from the instant t1 when the ignition switch is turned on to the instant t2 ′ when the idling speed increase time To = T1 ′ elapses.
After that, the engine is idling at the initial value Neidle0, which is the basic as usual.

The amount of remaining lubricating oil remaining between the clutch disks of the clutches C1 and C2 gradually decreases as shown in the figure because the remaining lubricating oil drops by gravity until the ignition switch ON instant t1.
Between the ignition switch ON instant t1 and instant t2 ', the lubricating oil is quickly scattered by receiving a large centrifugal force due to the idling speed increase control, and therefore, coupled with the clutch lubricating oil supply zero control described above, The amount of lubricant remaining in the clutch decreases rapidly as shown by the solid line in this embodiment (scene 2).
As shown by the solid line in this example (scene 2), the amount of remaining lubricant from the moment t2 'decreases more slowly than the moment t2' due to the small centrifugal force corresponding to the normal low idling rotational speed initial value Neidle0. To do.
However, at the end of idling speed increase control t2 ′, the target oil remaining amount decreases (the remaining clutch oil amount that does not generate clutch drag torque that interferes with the pre-shifting meshing operation of the synchronous meshing mechanism) and Become.

In other words, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the corresponding synchronous meshing mechanism operates from the neutral position to the first gear position to perform the scheduled preshift meshing operation. Before t3 '
The clutch residual lubricating oil amount can be reduced to the reduced target residual oil amount, and it is possible to prevent the occurrence of clutch drag torque that hinders the pre-shifting engagement operation of the synchronous engagement mechanism.

By the way, when the idling rotational speed rise time To is set to the same T1 as in FIG. 5 despite the extremely low temperature, the target idling rotational speed Neidle has an instantaneous instant t2 as shown by the broken line in this embodiment (scene 1) in FIG. In this case (scene 1), the amount of residual lubricating oil decreases slowly as shown by the broken line in FIG. 6 from this early instant t2, and then decreases from the instant t3 ′. Only after the instant t4 ', the target oil level will not fall.
For this reason, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the synchronous meshing mechanism operates from the neutral position to the first gear position at the instant t3 ', and the planned preshift meshing operation When trying to do
There is a concern that the clutch residual lubricating oil amount has not yet decreased to the lower target residual oil amount, and clutch drag torque is generated, making the pre-shifting engagement operation of the synchronous engagement mechanism difficult or impossible.
According to the present embodiment, as shown in the present embodiment (scene 2), the idling rotational speed rise time To is set to a long T1 ′ corresponding to the cryogenic temperature, so that the above-mentioned concern is surely eliminated. can do.

FIG. 7 is an operation time chart of the present embodiment (scene 3), and shows an operation when the lubricating oil temperature is lower than that of the present embodiment (scene 1) shown in FIG. .
The other conditions are the same as in this example (scene 1) in FIG. 5. After the ignition switch is turned off, the driver turns the ignition switch on again at the instant t1 in a short time and then the non-traveling range at the instant t3 " By performing a select operation from the (P range) to the travel range (D range), the corresponding synchronous meshing mechanism operates from the neutral position to the 1st speed position to perform the planned preshift meshing operation.
Note that the driver keeps the accelerator pedal released until the instant t3 "and thereafter, as in the present embodiment (scene 1) in FIG.

At the instant t1 when the ignition switch is turned on, the command value of the clutch lubricating oil supply amount is set to zero, and the idling rotational speed increase ΔNe is ΔNe2 (ΔNe2 (in accordance with the lubricating oil temperature) as shown by the solid line in this embodiment (scene 3). (For example, 300 rpm) is set (in response to the cryogenic temperature, it is made larger than ΔNe1 in FIG. 5), and the idling rotation speed rise time To is set to T1 corresponding to the lubricating oil temperature (in this case, T1 in FIG. 5) To the same value).
The engine is started at the instant t1 when the ignition switch is turned on, but the target idling speed Neidle corresponds to the initial temperature Neidle0, which is the basic value as usual, as indicated by the solid line in this example (scene 3). The idling rotational speed increase amount ΔNe = ΔNe2 is added.

Therefore, the engine is idling at the target idling speed Neidle = Neidle0 + ΔNe2 from the instant t1 when the ignition switch is turned on.
This idling speed increase control is performed from the instant t1 when the ignition switch is turned on to the instant t2 when the idling speed increase time To = T1 elapses.
After that, the engine is idling at the initial value Neidle0, which is the basic as usual.

The amount of remaining lubricating oil remaining between the clutch disks of the clutches C1 and C2 gradually decreases as shown in the figure because the remaining lubricating oil drops by gravity until the ignition switch ON instant t1.
During the period from the instant t1 when the ignition switch is turned on to the instant t2, the lubricating oil is quickly scattered due to the large centrifugal force generated by the idling speed increase control described above. The amount of remaining lubricating oil decreases rapidly as shown by the solid line in this example (scene 3).
As indicated by the solid line in this embodiment (scene 3), the clutch residual lubricant amount from the instant t2 decreases more slowly than the instant t2 due to a small centrifugal force corresponding to the normal low idling rotational speed initial value Neidle0.
However, at the end of idling speed increase control t2, the residual clutch oil amount decreases, and the target residual oil amount (the clutch residual torque that does not generate clutch drag torque that interferes with the pre-meshing operation of the synchronous meshing mechanism) Lubricating oil amount).

In other words, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the corresponding synchronous meshing mechanism operates from the neutral position to the first gear position to perform the scheduled preshift meshing operation. before t3 "
The clutch residual lubricating oil amount can be reduced to the reduced target residual oil amount, and it is possible to prevent the occurrence of clutch drag torque that hinders the pre-shifting engagement operation of the synchronous engagement mechanism.

By the way, when the idling rotational speed increase ΔNe is set to the same ΔNe1 as in FIG. 5 despite the extremely low temperature, the target idling rotational speed Neidle is the original idling as shown by the broken line in this embodiment (scene 1) in FIG. Only a slight increase from the rotational speed Neidle 0 results in insufficient centrifugal force acting on the clutch residual lubricant.
Therefore, the rate of decrease in the residual clutch oil amount from the instant t1 is slow, as shown by the broken line in this embodiment (scene 1) in FIG. 7, and the residual clutch oil amount at the end of the idling speed increase control from the instant t2 Since the rate of decrease in oil pressure is further slowed down, the target oil remaining amount will not be reduced unless it is instant t4 "after instant t3".

Therefore, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the synchronous meshing mechanism operates from the neutral position to the first gear position at the instant t3 ", and the pre-shift meshing operation scheduled. When trying to do
There is a concern that the clutch residual lubricating oil amount has not yet decreased to the lower target residual oil amount, and clutch drag torque is generated, making the pre-shifting engagement operation of the synchronous engagement mechanism difficult or impossible.
According to the present embodiment, as shown in the present embodiment (scene 3), the idling rotation speed increase amount ΔNe is set to a large ΔNe2 corresponding to the extremely low temperature, so that such a concern is surely wiped out. be able to.

Incidentally, in this embodiment (scene 2) in FIG. 6 and in this embodiment (scene 3) in FIG. 7, when the lubricating oil temperature is the same extremely low temperature, these are shown by shading in FIGS. By determining the idling speed increasing amount ΔNe and the idling speed increasing time To so that the product of the area, that is, the idling speed after raising (Neidle0 + ΔNe) and the idling speed increasing time To becomes the same, the above-mentioned pole An effect of reducing drag torque at a low temperature can be achieved.
As long as the above area is in accordance with the lubricating oil temperature, the combination of the idling rotation speed increase ΔNe and the idling rotation speed increase time To may be any, and is arbitrarily determined according to the hardware design. Can be determined.

FIG. 8 is an operation time chart of the present embodiment (scene 4). The lubricating oil temperature is the same low temperature as in the present embodiment (scene 1) shown in FIG. 5, and the present embodiment shown in FIG. As in the example (scene 1), after the driver turns off the ignition switch, the ignition switch is turned on again at instant t1 in a short time.
Idling speed increase control started at the instant t1 when the ignition switch is turned on t1 is still being performed During the idling speed increase control time To = T1 (the instant t6 when the idling speed increase control time To = T1 has elapsed from the instant t1 The operation when the selection operation from the non-traveling range (P range) to the traveling range (D range) is performed before (before).

At the instant t1 when the ignition switch is turned on, the command value of the clutch lubricating oil supply amount is set to zero, the idling rotational speed increase amount ΔNe is set to ΔNe1 corresponding to the lubricating oil temperature, and the idling rotational speed increase time To is the lubricating oil. Set to T1 according to temperature.
The target idling speed Neidle of the engine that is started at the instant t1 when the ignition switch is turned on is the rotation speed obtained by adding the idling speed increase ΔNe = ΔNe1 corresponding to the lubricating oil temperature to the basic initial value Neidle0 as usual. Is done.

Therefore, the engine is idling at the target idling speed Neidle = Neidle0 + ΔNe1 from the ignition switch ON instant t1, and this idling speed increase control is originally from the ignition switch ON instant t1 to the idling speed rise time To = T1 It is performed until the instant t6 when elapses.
However, in this embodiment (scene 4), the selection operation from the non-traveling range (P range) to the traveling range (D range) was performed at the instant t5 during the idling rotational speed increase control time To = T1. At the selection operation instant t5, the target idling speed Neidle is set to the original initial value Neidle0 as shown by the solid line (step S203, step S211 and step S209), and the idling speed increasing control is ended.
As a result, the actual engine speed decreases with a response delay specific to the engine characteristics as indicated by a two-dot chain line in the present embodiment (scene 4) after the selection operation instant t5.

Here, considering the amount of lubricating oil remaining between the clutch disks of the clutches C1 and C2, this residual lubricating oil amount is gradually decreased as shown in the figure because the remaining lubricating oil drops by gravity until the instant t1 when the ignition switch is turned on. To decrease.
During the period from the instant t1 when the ignition switch is turned on to the instant t5, the lubricating oil is quickly scattered due to the large centrifugal force generated by the idling speed increase control described above. The amount of remaining lubricating oil decreases rapidly as shown by the solid line in this example (scene 4).
As indicated by the solid line in this example (scene 4), the amount of remaining lubricant from the moment t5 decreases more slowly than the moment t5 due to the small centrifugal force corresponding to the decrease in the actual engine speed indicated by the two-dot chain line. To do.

However, due to the rapid decrease in the residual clutch oil amount up to the instant t5, the clutch residual lubricant amount decreases at a relatively early instant t7, which may interfere with the pre-shift meshing operation of the synchronous mesh mechanism. Clutch residual lubricating oil amount that does not generate clutch drag torque).
Thus, when the clutch residual lubricating oil amount decreases to the target residual oil amount (instant t7), the meshing operation of the pre-shift synchronous meshing mechanism corresponding to the selection operation at the instant t5 becomes possible, and synchronous meshing occurs at the instant t7. The mechanism can perform a meshing operation by operating from the neutral position to the first speed position.
At the instant t7 when the meshing operation (pre-shift) by the operation from the neutral position to the first gear position is completed, the command value for the clutch lubricant supply amount is set to a small amount (step S106, step S107, step S110). , Step S113, Step S114).

After the selection operation instant t5 from the non-travel range (P range) to the travel range (D range), at the instant t8, when the driver performs a start operation by increasing the accelerator opening APO,
In order to enable this start, the starting wet rotary clutch C1 is gradually increased in engagement force while being slip-engaged controlled with a predetermined time variation gradient for shock countermeasures, and is in a fully engaged state at instant t9.
While slip engagement of the wet rotary clutch C1 is in progress (t8 to t9), since the heat generation amount of the clutch C1 is large, a command value for the clutch lubricant supply amount is set to a large amount (step S106, step S107, step S108, step S109).
After the instant t9 when the wet rotary clutch C1 is fully engaged, the command value for the clutch lubricant supply amount is set to a small amount (step S106, step S107, step S110, step S113, step S114).

By the way, when the selection operation from the non-traveling range (P range) to the traveling range (D range) is performed at the instant t5 during the idling rotational speed increase control time To = T1, the target idling rotational speed at the selection operation instant t5. Neidle is set to the initial value Neidle0 as shown by the solid line, and the idling rotation speed increase control is terminated.
As indicated by the two-dot chain line in this example (scene 4) after the selection operation instant t5, the actual engine speed decreases with a response delay specific to the engine characteristics, but the starting wet rotation in response to the instant t8 start operation Before the slip engagement of the clutch C1 is started, the actual engine speed can be returned to the initial value Neidle0, and the engagement shock or sudden start of the starting wet rotation clutch C1 can be prevented.

However, when the selection operation from the non-traveling range (P range) to the traveling range (D range) is performed at the instant t5 during the idling rotational speed increase control time To = T1, the idling rotational speed increase control of FIG. 5 is also performed. If you continue,
The decrease in the actual engine speed is greatly delayed as shown by the broken line in this embodiment (scene 1) in FIG. 8, and the actual engine speed is still at the slip engagement start instant t8 of the starting wet rotary clutch C1 in response to the start operation. Is considerably higher than the initial value Neidle0, causing a start shock or sudden start of the wet rotary clutch C1 for starting.
According to the control of the present embodiment (scene 4) indicated by the solid line in FIG. 8, problems related to the engagement shock and sudden start of the clutch C1 can be avoided.

FIG. 9 shows an operation time chart of the present embodiment (scene 5), and the lubricating oil temperature is the same low temperature as in the present embodiment (scene 1) shown in FIG. 5, but the engine is left idling. When the vehicle is stopped due to the operation of the brake,
By selecting the travel range (D range) to the non-travel range (P range) at the instant t1, the corresponding synchronous meshing mechanism operates from the 1st gear position to the neutral position, and the pre-shift for the planned pre-shift is released. Shows the effect of performing the action, and
At the instant t3, by performing a select operation from the non-traveling range (P range) to the traveling range (D range), the corresponding synchronous meshing mechanism operates from the neutral position to the 1st speed position, and the planned preshift meshing operation The operation when performing

At the instant t1 of the selection operation from the travel range (D range) to the non-travel range (P range), the wet rotating clutch is released together with the above described detachment operation of the synchronous meshing mechanism, and in response to this, lubricating oil to the wet rotating clutch The command value for the supply amount is set to zero (step S128), the idling rotational speed increase amount ΔNe is set to ΔNe1 corresponding to the lubricating oil temperature (step S208), and the idling rotational speed increasing time To is T1 corresponding to the lubricating oil temperature. (Step S205).
Therefore, the target idling speed Neidle of the engine at the selection operation instant t1 from the driving range (D range) to the non-driving range (P range) is set to the basic initial value Neidle0 as usual. The number of rotations is set to the rotational speed obtained by adding the increase amount ΔNe = ΔNe1 (step S209).

As a result, the engine is idling at a target idling speed Neidle = Neidle0 + ΔNe1 from the selection operation instant t1 from the traveling range (D range) to the non-driving range (P range),
This idling rotation speed increase control is performed from the selection operation instant t1 to the instant t2 when the idling rotation speed increase time To = T1 elapses.
Thereafter, the engine is idling with ΔNe = 0 (step S211) at an initial value Neidle0 which is the basic as usual.

On the other hand, until the instant t1, the command value of the clutch lubricant supply amount is set to a small amount for the above-described reason, and the lubricant is continuously supplied to the clutch, and therefore, the clutch remaining lubricant amount exists at the instant t1.
Therefore, since the amount of remaining lubricant oil from the instant is from the instant t1 to the instant t2 due to the large centrifugal force due to the above idling rotation speed increase control, the lubricant oil is quickly scattered. Combined with the zero control, it decreases rapidly as shown by the solid line in this embodiment (scene 5).
As indicated by the solid line in this embodiment (scene 5), the clutch residual lubricant amount from the instant t2 decreases more slowly than the instant t2 due to a small centrifugal force corresponding to the normal low idling rotational speed initial value Neidle0.
However, at the end of idling speed increase control t2, the residual clutch oil amount decreases, and the target residual oil amount (the clutch residual torque that does not generate clutch drag torque that interferes with the pre-meshing operation of the synchronous meshing mechanism) Lubricating oil amount).

Therefore, in response to the select operation from the non-traveling range (P range) to the traveling range (D range) performed at the instant t3, the synchronous meshing mechanism operates from the neutral position to the 1st speed position, and the meshing operation for the planned preshift Before starting
The clutch residual lubricating oil amount can be reduced to the reduced target residual oil amount, and it is possible to prevent the occurrence of clutch drag torque that hinders the pre-shifting engagement operation of the synchronous engagement mechanism.

By the way, when the idling rotational speed increase control is not performed as in the present embodiment, the clutch residual lubricating oil is only subjected to a small centrifugal force according to the normal low idling rotational speed initial value Neidle0. As shown by the broken line, the amount decreases slowly from the instant t1, and it does not become the lower target residual oil amount unless it is an instant t4 after the instant t3.
For this reason, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the synchronous meshing mechanism operates from the neutral position to the first gear position at the instant t3 to perform the planned preshift meshing operation. When trying to go,
There is a concern that the clutch residual lubricating oil amount has not yet decreased to the lower target residual oil amount, and clutch drag torque is generated, making the pre-shifting engagement operation of the synchronous engagement mechanism difficult or impossible.
According to the present embodiment, as described above, the idling rotation speed increase control can surely eliminate such a concern.

Figure 9 shows the case where the time from the driving range (D range) → non-driving range (P range) selection operation instant t1 to the non-driving range (P range) → driving range (D range) selection operation instant t3 is short. In action,
When the t1 to t3 time is long, the non-traveling range (P range) → traveling range (D range) selection operation The clutch residual lubricant oil is almost not controlled by the normal idling speed Neidle0 that is not controlled to rise before the instant t3. In other words, the clutch drag torque is not generated in combination with the above-described zero control of the lubricant supply amount.
In this case, since idling speed increase control as in this embodiment is not required, it is possible not to perform the idling speed increase control and to avoid deterioration of fuel consumption due to useless idling speed increase control. Is possible.

FIG. 10 is an operation time chart of the present embodiment (scene 6), and shows an operation when the lubricating oil temperature is lower than that of the present embodiment (scene 5) shown in FIG. .
The other conditions are the same as in the present embodiment (scene 5) in FIG. 9, while the engine is idling and the vehicle is stopped by operating the brake.
By selecting the travel range (D range) to the non-travel range (P range) at the instant t1, the corresponding synchronous meshing mechanism operates from the 1st gear position to the neutral position, and the pre-shift for the planned pre-shift is released. Perform actions, and
By selecting the non-traveling range (P range) to the traveling range (D range) at the instant t3 ', the corresponding synchronous meshing mechanism operates from the neutral position to the 1st gear position, and the planned preshift meshing The operation shall be performed.

  At the instant t1 of the selection operation from the travel range (D range) to the non-travel range (P range), the wet rotating clutch is released together with the above described detachment operation of the synchronous meshing mechanism, and in response to this, lubricating oil to the wet rotating clutch The supply amount command value is set to zero, the idling speed increase amount ΔNe is set to ΔNe1 corresponding to the lubricating oil temperature (here, ΔNe1 is set to the same value as in FIG. 9), and the idling speed increase time To is It is set to T1 ′ according to the lubricant temperature (longer than T1 in FIG. 9 in response to extremely low temperature).

As a result, the engine is idling at a target idling speed Neidle = Neidle0 + ΔNe1 from the selection operation instant t1 from the traveling range (D range) to the non-driving range (P range),
This idling rotation speed increase control is performed from the selection operation instant t1 to the instant t2 ′ when the idling rotation speed increase time To = T1 ′ elapses.
After that, the engine is idling at the initial value Neidle0, which is the basic value as usual.

Therefore, the amount of remaining lubricating oil in the clutch is reduced from the instant t1 to the moment t2 ′ because the lubricating oil is quickly scattered by receiving a large centrifugal force due to the above idling speed increase control. Coupled with the control, it decreases rapidly as shown by the solid line in this embodiment (scene 6).
As indicated by the solid line in this example (scene 6), the amount of remaining lubricating oil from the moment t2 'decreases more slowly than the moment t2' due to a small centrifugal force corresponding to the normal low idling rotational speed initial value Neidle0. To do.
However, at the end of idling speed increase control t2 ′, the clutch residual lubricating oil amount becomes the lower target residual oil amount.

Therefore, in response to the selection operation from the non-traveling range (P range) to the traveling range (D range) performed at the instant t3 ', the synchronous meshing mechanism operates from the neutral position to the 1st speed position, and the meshing for the scheduled preshift Before getting started,
The clutch residual lubricating oil amount can be reduced to the reduced target residual oil amount, and it is possible to prevent the occurrence of clutch drag torque that hinders the pre-shifting engagement operation of the synchronous engagement mechanism.

By the way, when the idling speed rise time To is set to the same T1 as in FIG.
As shown by the broken line in this embodiment (scene 5) in FIG. 10, the target idling speed Neidle decreases to the normal low idling speed Neidle0 at an early instant t2, and the clutch residual lubricant amount from this early instant t2 As shown by the broken line in the present embodiment (scene 5) in FIG. 10, it slowly decreases, and the target oil remaining amount does not reach the target unless the instant t4 ′ is later than the instant t3 ′.

For this reason, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the synchronous meshing mechanism operates at the first speed position from the neutral position at the instant t3 ', and the planned preshift meshing operation is performed. When trying to go,
There is a concern that the clutch residual lubricating oil amount has not yet decreased to the lower target residual oil amount, and clutch drag torque is generated, making the pre-shifting engagement operation of the synchronous engagement mechanism difficult or impossible.
According to the present embodiment, the idling rotation speed rise time To is set to a long T1 ′ according to the cryogenic temperature as in the present embodiment (scene 6). can do.

FIG. 11 is an operation time chart of the present embodiment (scene 7), and shows an operation when the lubricating oil temperature is lower than that of the present embodiment (scene 5) shown in FIG. .
The other conditions are the same as in the present embodiment (scene 5) in FIG. 9, and while the engine is idling, the vehicle is stopped by the operation of the brake.
By selecting the travel range (D range) to the non-travel range (P range) at the instant t1, the corresponding synchronous meshing mechanism operates from the 1st gear position to the neutral position, and the pre-shift for the planned pre-shift is released. Perform actions, and
By selecting the non-traveling range (P range) to the traveling range (D range) at the instant t3 ", the corresponding synchronous meshing mechanism operates from the neutral position to the 1st speed position, and the preshift meshing is scheduled. The operation shall be performed.

  At the instant t1 of the selection operation from the travel range (D range) to the non-travel range (P range), the wet rotating clutch is released together with the above described detachment operation of the synchronous meshing mechanism, and in response to this, lubricating oil to the wet rotating clutch The command value of the supply amount is set to zero, and the idling rotational speed increase amount ΔNe is set to ΔNe2 corresponding to the lubricating oil temperature as indicated by the solid line in this embodiment (scene 7) (ΔNe1 in FIG. The idling speed increase time To is set to T1 corresponding to the lubricating oil temperature (here, T1 is set to the same value as in FIG. 9).

As a result, the engine is idling at a target idling speed Neidle = Neidle0 + ΔNe2 from the selection operation instant t1 from the traveling range (D range) to the non-driving range (P range),
This idling rotation speed increase control is performed from the selection operation instant t1 to the instant t2 when the idling rotation speed increase time To = T1 elapses.
After that, the engine is idling at the initial value Neidle0, which is the basic value as usual.

Therefore, the remaining amount of lubricating oil in the clutch is controlled by the above-mentioned zero control of the lubricating oil supply amount because the lubricating oil is quickly scattered from the instant t1 to the instant t2 due to the large centrifugal force due to the idling speed increase control. In combination with this, it decreases rapidly as shown by the solid line in this embodiment (scene 7).
As indicated by the solid line in this embodiment (scene 7), the clutch residual lubricant amount from the instant t2 decreases more slowly than the instant t2 due to a small centrifugal force corresponding to the normal low idling rotational speed initial value Neidle0.
However, at the end t2 of the idling speed increase control, the clutch residual lubricating oil amount becomes the lower target residual oil amount.

Therefore, in response to the select operation from the non-traveling range (P range) to the traveling range (D range) performed at the instant t3 ", the synchronous meshing mechanism operates from the neutral position to the 1st speed position, and the preshift meshing that is scheduled. Before doing the action,
The clutch residual lubricating oil amount can be reduced to the reduced target residual oil amount, and it is possible to prevent the occurrence of clutch drag torque that hinders the pre-shifting engagement operation of the synchronous engagement mechanism.

By the way, when the idling rotational speed increase ΔNe is set to the same ΔNe1 as in FIG. 9 despite the extremely low temperature, the target idling rotational speed Neidle is the original idling as shown by the broken line in this embodiment (scene 5) in FIG. Only a slight increase from the rotational speed Neidle 0 results in insufficient centrifugal force acting on the clutch residual lubricant.
Accordingly, the rate of decrease in the remaining clutch oil amount from the instant t1 is slow as shown by the broken line in this embodiment (scene 5) in FIG. 11, and the remaining clutch oil amount at the end of the idling speed increase control from the instant t2 Since the rate of decrease in oil pressure is further slowed down, the target oil remaining amount will not be reduced unless it is instant t4 "after instant t3".

Therefore, in response to a select operation from the non-traveling range (P range) to the traveling range (D range), the synchronous meshing mechanism operates from the neutral position to the first gear position at the instant t3 ", and the pre-shift meshing operation scheduled. When trying to do
There is a concern that the clutch residual lubricating oil amount has not yet decreased to the lower target residual oil amount, and clutch drag torque is generated, making the pre-shifting engagement operation of the synchronous engagement mechanism difficult or impossible.
According to the present embodiment, as shown in the present embodiment (scene 7), the idling rotation speed increase amount ΔNe is set to a large ΔNe2 corresponding to the extremely low temperature, and thus, such a concern is surely wiped out. be able to.

Incidentally, in this embodiment (scene 6) in FIG. 10 and in this embodiment (scene 7) in FIG. 11, when the lubricating oil temperature is the same extremely low temperature, these are shown by shading in FIGS. By determining the idling speed increasing amount ΔNe and the idling speed increasing time To so that the product of the area, that is, the idling speed after raising (Neidle0 + ΔNe) and the idling speed increasing time To becomes the same, the above-mentioned pole An effect of reducing drag torque at a low temperature can be achieved.
As long as the above area is in accordance with the lubricating oil temperature, the combination of the idling rotation speed increase ΔNe and the idling rotation speed increase time To may be any, and is arbitrarily determined according to the hardware design. Can be determined.

FIG. 12 is an operation time chart of this embodiment (scene 8).
The lubricating oil temperature is the same low temperature as in the present embodiment (scene 5) shown in FIG.
As in the case of the present embodiment (scene 5) shown in FIG. 9, while the engine is idling, the vehicle is stopped by the operation of the brake, and at the instant t1, the travel range (D range) is changed to the non-travel range (P Range), the corresponding synchronous meshing mechanism operates from the 1st gear position to the neutral position to perform the planned pre-shift-out operation,
The idling speed increasing control time To = T1 that is being started at t1 during the above select operation is being performed (the instant t6 when the idling speed increasing control time To = T1 has elapsed from the instant t1) The operation when the selection operation from the non-traveling range (P range) to the traveling range (D range) is performed before (before).

At the above select operation instant t1, the command value for the clutch lubricating oil supply amount is set to zero, the idling rotational speed increase amount ΔNe is set to ΔNe1 corresponding to the lubricating oil temperature, and the idling rotational speed increase time To becomes the lubricating oil temperature. Set to T1 accordingly.
The target idling speed Neidle of the engine that is started at the select operation instant t1 is set to a speed obtained by adding the idling speed increase amount ΔNe = ΔNe1 corresponding to the lubricating oil temperature to the basic initial value Neidle0 as usual. .

Therefore, the engine is idling while the target idling speed Neidle = Neidle0 + ΔNe1 is increased from the selection operation instant t1, and the idling speed increase control is originally performed from the selection operation instant t1 to the idling speed increase time To. = Up to instant t6 when T1 elapses.
However, in this embodiment (scene 8), the selection operation from the non-traveling range (P range) to the traveling range (D range) was performed at the instant t5 during the idling speed increase control time To = T1. At the selection operation instant t5, the target idling speed Neidle is set to the original initial value Neidle0 as shown by the solid line (step S203, step S211 and step S209), and the idling speed increasing control is ended.
As a result, the actual engine speed decreases with a response delay specific to the engine characteristics as indicated by a two-dot chain line in the present embodiment (scene 8) after the selection operation instant t5.

On the other hand, the amount of lubricant remaining in the clutch is from the above selection operation instant t1 to instant t5, because the lubricant is quickly scattered due to the large centrifugal force due to the idling speed increase control. Coupled with the zero control of the lubricating oil supply amount, it rapidly decreases as shown by the solid line in this embodiment (scene 8).
As indicated by the solid line in this example (Scene 8), the amount of remaining lubricant from the moment t5 decreases more slowly than the moment t5 due to the small centrifugal force corresponding to the decrease in the actual engine speed indicated by the two-dot chain line. To do.

However, due to the rapid decrease in the residual clutch oil amount up to the instant t5, the clutch residual lubricant amount decreases at a relatively early instant t7, which may interfere with the pre-shift meshing operation of the synchronous mesh mechanism. Clutch residual lubricating oil amount that does not generate clutch drag torque).
Thus, when the clutch residual lubricating oil amount decreases to the target residual oil amount (instant t7), the meshing operation of the pre-shift synchronous meshing mechanism corresponding to the selection operation at the instant t5 becomes possible, and synchronous meshing occurs at the instant t7. The mechanism can be engaged by operating from the neutral position to the first speed position.
At the instant t7 when the meshing operation (pre-shift) by the operation from the neutral position to the first gear position is completed, the command value for the clutch lubricant supply amount is set to a small amount (step S106, step S107, step S110). , Step S113, Step S114).

Select operation from non-traveling range (P range) to traveling range (D range) After instant t5, when the driver performs a start operation at an instant t8 due to an increase in accelerator opening APO, the start is made to enable this start The wet rotary clutch C1 is gradually engaged with slip engagement control with a predetermined time variation gradient for shock countermeasures, and the engagement force is gradually increased, and a complete engagement state is reached at the instant t9.
While slip engagement of the wet rotary clutch C1 is in progress (t8 to t9), since the heat generation amount of the clutch C1 is large, a command value for the clutch lubricant supply amount is set to a large amount (step S106, step S107, step S108, step S109).
After the instant t9 when the wet rotary clutch C1 is fully engaged, the command value for the clutch lubricant supply amount is set to a small amount (step S106, step S107, step S110, step S113, step S114).

By the way, when the selection operation from the non-traveling range (P range) to the traveling range (D range) is performed at the instant t5 during the idling rotational speed increase control time To = T1, the target idling rotational speed at the selection operation instant t5. Neidle is set to the initial value Neidle0 as shown by the solid line, and the idling rotation speed increase control is terminated.
As shown by the two-dot chain line in this example (scene 8) after the selection operation instant t5, the actual engine speed decreases with a response delay specific to the engine characteristics, but the starting wet rotation in response to the start operation at the instant t8 Before the slip engagement of the clutch C1 is started, the actual engine speed can be returned to the initial value Neidle0, and the engagement shock and sudden start of the starting wet rotation clutch C1 can be prevented.

However, when the selection operation from the non-traveling range (P range) to the traveling range (D range) is performed at the instant t5 during the idling rotational speed increase control time To = T1, the idling rotational speed increase control of FIG. 9 is also performed. If you continue,
The decrease in the actual engine speed is greatly delayed as shown by the broken line in this embodiment (scene 5) in FIG. 12, and the actual engine speed is still at the slip engagement start instant t8 of the starting wet rotary clutch C1 in response to the start operation. Is considerably higher than the initial value Neidle0, causing a start shock or sudden start of the wet rotary clutch C1 for starting.
According to the control of the present embodiment (scene 8) indicated by the solid line in FIG. 12, it is possible to avoid problems related to the engagement shock and sudden start of the clutch C1.

In the above, for the sake of convenience in any scene, the pre-shift meshing operation of the synchronous meshing mechanism in response to the select operation from the non-travel range (P range) to the travel range (D range) is executed without delay in response to the select operation. The explanation has been expanded as
Actually, the pre-shift meshing operation of the synchronous mesh mechanism is performed with a certain response delay with respect to the select operation.

For this reason, when the clutch lubricating oil supply amount zero control for preventing the clutch drag torque that interferes with the pre-shifting meshing operation of the synchronous meshing mechanism is performed up to the above selection operation instant,
The supply of lubricating oil to the clutch is started before the synchronous meshing mechanism starts the preshift meshing operation, and the generation of the clutch drag torque makes the preshift meshing operation of the synchronous meshing mechanism difficult or impossible. There are concerns.

Therefore, in this embodiment, the clutch lubricant supply amount zero control is continued until the synchronous meshing mechanism completes the preshift meshing operation, not until the selection operation instant.
As a result, the lubrication oil does not start to be supplied to the clutch before the synchronous meshing mechanism starts the pre-shift meshing operation, and the above-mentioned concern that the pre-shift meshing operation of the synchronous meshing mechanism becomes difficult or becomes impossible. Can be wiped off.

Further, in the above, the idling speed increase time To is determined as the remaining clutch oil amount is decreased and the remaining target oil amount (the clutch remaining torque that does not generate the clutch drag torque that interferes with the pre-shifting meshing operation of the synchronous meshing mechanism) Lubricating oil amount)
Needless to say, in order to further ensure the above-described operation and effect, it is preferable to set the idling rotational speed increase time To so that the clutch residual lubricating oil amount is slightly smaller than the lower target residual oil amount.

In addition, although all demonstrated in FIGS. 5-12 the case where a travel range is a forward travel range (D range),
When the travel range is the reverse travel range (R range), the operation is the same as in the forward travel range (D range).

1 is a skeleton diagram showing a twin clutch type manual transmission including a drag torque reduction control device for a wet rotary clutch according to an embodiment of the present invention. FIG. 2 is a logic diagram showing the relationship between clutch engagement and the actual shift speed in the twin clutch manual transmission shown in FIG. 1 and the types of pre-shifts that occur when the shift speed is changed. Logic diagram, (b) is a logic diagram during downshift. 3 is a flowchart showing a control program related to shift control and clutch lubricant supply amount control of the twin clutch manual transmission shown in FIG. 2 is a flowchart showing a control program related to engine idling speed control, which is a main part of clutch drag torque reduction control of the twin clutch manual transmission shown in FIG. FIG. 5 is an operation time chart of scene 1 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG. FIG. 5 is an operation time chart of scene 2 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG. FIG. 5 is an operation time chart of scene 3 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG. FIG. 5 is an operation time chart of scene 4 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG. FIG. 5 is an operation time chart of scene 5 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG. FIG. 5 is an operation time chart of scene 6 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG. FIG. 5 is an operation time chart of scene 7 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG. FIG. 5 is an operation time chart of scene 8 showing drag torque reduction action of the wet rotary clutch executed by executing the control program of FIGS. 3 and 4. FIG.

Explanation of symbols

1 Engine 2 Crankshaft
C1 Odd-speed clutch (wet rotary clutch)
C2 Even gear clutch (wet rotary clutch)
3 Clutch housing
4 First input shaft
5 Second input shaft
6 Output shaft
7 Transmission case
8 Torsional damper
9 Oil pump
10 Counter shaft
11 Counter gear
12 Output gear
G1 1st gear set
G2 2nd gear set
G3 3rd speed gear set
G4 4th gear set
G6 6th gear set
GR reverse gear set
21 1st gear-reverse synchronous meshing mechanism
22 3-speed-5-speed synchronous meshing mechanism
29 6-speed synchronous meshing mechanism
30 2nd and 4th gear synchronous meshing mechanism

Claims (11)

A wet rotary clutch that is interposed between the engine and the transmission input shaft and is cooled and prevented from being worn by supplying lubricating oil;
A synchromesh mechanism interposed between the wet rotary clutch and the transmission output shaft for realizing a desired gear stage;
Used in a transmission capable of realizing the desired gear stage by operating the synchronous meshing mechanism from the neutral position toward the gear position realization position with the wet rotary clutch released. And
In the apparatus for reducing the drag torque of the wet rotary clutch,
A drag torque reduction control device for a wet rotary clutch, wherein the input rotary speed of the wet rotary clutch is increased before the meshing operation of the synchronous meshing mechanism is started. From the time when the non-traveling range is selected until the synchronous meshing mechanism completes the meshing operation, the transmission obstructs the meshing operation of the synchronous meshing mechanism by supplying the amount of lubricating oil supplied to the wet rotary clutch. In the drag torque reduction control device for a wet rotary clutch according to claim 1,
While the non-running range is selected, the input side rotational speed increase control of the wet-type rotary clutch is performed during a predetermined time before the synchronous meshing mechanism starts the meshing operation. A drag torque reduction control device for a wet rotary clutch. The drag torque reduction control device for a wet rotary clutch according to claim 1 or 2,
The drag torque reduction control device for a wet-type rotary clutch is configured to start the input side rotational speed increase control of the wet-type rotary clutch when a non-traveling range is selected. The drag torque reduction control device for a wet rotary clutch according to claim 1 or 2,
A drag torque reduction control device for a wet-type rotary clutch, wherein the control for increasing the rotational speed of the input side of the wet-type rotary clutch is started when an engine ignition switch is turned on. In the drag torque reduction control device of the wet rotation clutch according to any one of claims 2 to 4,
A drag torque reduction control device for a wet rotary clutch, characterized in that a decrease in the supply amount of lubricating oil to the wet rotary clutch reduces the supply amount of lubricating oil to zero. In the drag torque reduction control device for the wet rotary clutch according to any one of claims 2 to 5,
The drag torque reduction control device for a wet rotary clutch, wherein the predetermined time for performing the input side rotational speed increase control of the wet rotary clutch is a longer time as the clutch lubricating oil is at a lower temperature. In the drag torque reduction control device for the wet rotary clutch according to any one of claims 2 to 6,
The wet-type rotary clutch configured to terminate the input side rotational speed increase control of the wet-type rotary clutch when a range switching operation from the non-travel range to the travel range is performed before the predetermined time has elapsed. Drag torque reduction control device. In the drag torque reduction control device for the wet rotary clutch according to any one of claims 1 to 7,
A drag torque reduction control device for a wet rotary clutch, wherein the rotational speed increase range in the input side rotational speed increase control of the wet rotary clutch is increased as the clutch lubricating oil is at a lower temperature. In the drag torque reduction control device for the wet rotary clutch according to any one of claims 1 to 8,
A drag torque reduction control device for a wet rotary clutch, wherein when the clutch lubricating oil is equal to or higher than a set temperature, the input side rotational speed increase control of the wet rotary clutch is not performed. In the drag torque reduction control device for the wet rotary clutch according to any one of claims 2 to 9,
When the clutch lubricating oil is at a set temperature or higher, dragging of the wet rotating clutch is configured not to perform the clutch lubricating oil amount lowering control to reduce the amount of lubricating oil supplied to the wet rotating clutch to a predetermined amount or less. Torque reduction control device. In the drag torque reduction control device of the wet rotary clutch according to claim 9 or 10,
The set temperature is a lower limit value in a high temperature range in which the drag torque of the wet rotating clutch does not become a magnitude that interferes with the meshing operation of the synchronous meshing mechanism. .

Images