JP2009127719A - Clutch cooling device of automated manual transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively cool a clutch of each gear shift stage group without interfering with control of reduction in lubricating oil quantity of a pre-shift clutch. <P>SOLUTION: A total clutch lubricating oil quantity Qtotal is set to be a maximum oil quantity corresponding to the clutch temperature Tc1. Over a period of time elapsed from t1 at which N range is selected to t2 at which D range is selected, a pre-shift to a first speed of an odd-numbered gear shift stage group is performed (reduction of Nc1), and a pre-shift to a second speed of an even-numbered gear shift stage group by a second speed shift operation of a 2-4 coupling sleeve is performed (referring to reduction of Nc2). Since the total clutch lubricating oil quantity Qtotal is the maximum oil quantity and the lubricating oil quantity Qc2 of the even-numbered gear shift stage clutch is large so that the pre-shift to the second speed cannot be performed due to dragging torque, the total clutch lubricating oil quantity Qtotal is reduced so that the dragging torque may not interfere with the pre-shift to the second speed. When an accelerator is pushed down for starting a vehicle at t3 so as to increase an engine speed Ne, slip fastening of the odd-numbered gear shift stage clutch is started from t4 and the vehicle can be started as clearly understood from increase of Nc1. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a cooling technique for a clutch used by being inserted into a transmission system of an automatic manual transmission.

  When realizing an automatic manual transmission by realizing automatic shifting of a manual transmission, for example, as described in Patent Document 1, a shift stage is divided into a plurality of shift stage groups (usually an odd shift stage group and an even shift stage group. Separately from two gear groups, a clutch is provided for each gear group so that rotation from a prime mover such as an engine can be input individually.

During automatic shifting, if it is desired to select the first speed for starting, the corresponding synchronous meshing mechanism in the first speed gear group is set to the first speed with the clutches of both gear groups disengaged. The first speed selection state is obtained by shifting (pre-shifting) to the selected position and then engaging the clutch relating to the first speed gear group.
In this case, the clutch relating to the first speed gear group is the engagement side clutch, and the clutch relating to the other gear group is the disengagement side clutch.
Note that when starting, the clutch performs engagement progress control so that the start is smooth without a start shock.

When upshifting from the first speed to the second speed, the corresponding synchronous meshing mechanism in the second speed gear group is shifted (preshifted) to the second speed selection position, and then the second speed gear group. While the clutch related to is engaged, the clutch related to the first speed gear group is released when the engagement has progressed to some extent, and the shift from the first speed to the second speed is performed by switching control of both clutches. Can do.
In this case, the clutch associated with the first speed gear group is the disengagement side clutch, and the clutch associated with the second speed gear group is the engagement side clutch.

When upshifting from 2nd speed to 3rd speed, the corresponding synchronous meshing mechanism in the 3rd speed gear group is shifted (preshifted) to the 3rd speed selection position, and then the 3rd speed gear group Shifting from the second speed to the third speed by switching control of both clutches, releasing the clutch related to the second speed gear group when the engagement is advanced to some extent while the clutch related to is engaged. Can do.
In this case, the clutch related to the second speed gear group becomes the disengagement side clutch, and the clutch related to the third speed gear group becomes the engagement side clutch.

By performing similar shift control, it is possible to upshift from 3rd speed to 4th speed, upshift from 4th speed to 5th speed, upshift from 5th speed to 6th speed, Also,
Even when downshifting from the 6th speed to the 1st speed sequentially, by performing a shift control opposite to the upshift,
A predetermined downshift can be performed through the preshift in the reverse direction and the engagement / release control of both latches as described above.

  By the way, the clutch for each gear group in the automatic manual transmission represented by the above does not generate heat while it is completely engaged or in the released state, but when engaged under slip control, the clutch disk Heat is generated due to the friction between them, causing the transmission hydraulic oil to become high temperature, causing problems in transmission control of the transmission and deteriorating the hydraulic oil itself.

Therefore, the clutch for each gear group needs to be cooled by supplying the above-described hydraulic oil as an oil after passing through the oil cooler.
By the way, in the past including Patent Document 1, there is no special mention as to how the clutch for each gear group is cooled. Commonly, the same amount of hydraulic oil is supplied to each clutch. In general, these clutches are cooled.
JP 2005-265141 A

However, the clutches for each gear group differ in heat generation,
The clutch on the engagement side performs not only complete engagement but also slip engagement, and the clutch pressing force is gradually increased during this time, so the amount of heat generated by friction between the clutch disks is large and requires a large cooling capacity,
The disengagement-side clutch ends in a short time, and the clutch pressing force is quickly reduced, so that it hardly causes a problem of heat generation and does not require a large cooling capacity.

For this reason, using the general technique of cooling the clutches by supplying the same amount of lubricating oil to the clutches of each gear group causes the following problems.
In other words, if an amount of lubricating oil that can reliably cool the clutch is supplied to the engaging clutch, the amount of lubricating oil to the releasing clutch exceeds the required amount and is wasted, and a wasteful amount of lubricating oil is discharged. The fuel consumption of the engine that drives the oil pump deteriorates by the amount of energy required for driving the oil pump.

Conversely, when the amount of clutch lubricating oil is determined based on the required cooling capacity of the disengagement side clutch, in view of the fact that the disengagement side clutch hardly causes the problem of heat generation as described above, The supply amount will be zero.
However, in this case, if the clutch for each gear group is repeatedly released and engaged frequently, for example, in a driving environment where the gear shift occurs frequently due to repeated acceleration and deceleration at continuous corners, these clutches Each time the clutch becomes the engagement side clutch, heat is repeatedly generated and the temperature becomes high. Therefore, there is a problem that the clutch lubricating oil amount is insufficient and the clutch cannot be cooled as required.

As described above, the present invention is based on the fact that the engagement side clutch requires a large cooling capacity among the clutches for each gear group, whereas the disengagement side clutch hardly requires a cooling capacity. By giving a difference in the amount of lubricating oil to the clutch,
However, even though the disengagement side clutch requires little cooling capacity, if the amount of lubricating oil is reduced to 0, it will cause a problem of heat generation in the above-mentioned driving environment where frequent shifting occurs. By continuing to supply lubricating oil to the side clutch,
An object of the present invention is to propose a clutch cooling device for an automatic manual transmission which can cool the clutch for each gear group as required without causing the above problems.

For this purpose, the clutch cooling device for an automatic manual transmission according to the invention is constructed as described in claim 1.
First, an automatic manual transmission which is a premise of the present invention will be described.
Rotation can be input to each of a plurality of shift speed groups via an individual clutch, and the shift speed is set by shifting operation of a selective meshing mechanism that controls selection of a shift speed within a certain shift speed group and engagement of the corresponding clutch. During selection, a pre-shift is performed in which a selective meshing mechanism that controls the selection of a gear position in another gear group is shifted in advance with a clutch relating to another gear group released. It is.

The clutch cooling device of the present invention is such an automatic manual transmission,
Clutch lubricating oil supply means for supplying lubricating oil to both of the clutch at all times with respect to the fastening side clutch to be fastened and the release side clutch to be released;
The present invention is characterized in that a clutch lubricating oil amount distribution control means for reducing the lubricating oil amount to the release side clutch to be smaller than the lubricating oil amount to the engagement side clutch is provided.

In the clutch cooling device of the present invention,
In order to always supply lubricating oil to both the engagement side clutch and the release side clutch, and to reduce the amount of lubricant to the release side clutch less than the amount of lubricant to the engagement side clutch,
The above-mentioned problem that occurred in the general clutch cooling technology for supplying the same amount of lubricating oil to these clutches, that is,
Since the amount of lubricating oil to the engagement side clutch is set to an amount that matches the required cooling capacity, the amount of lubricating oil to the release side clutch becomes excessive and fuel consumption deteriorates,
Because the amount of clutch lubricant is determined based on the required cooling capacity of the release side clutch, the amount of clutch lubricant is insufficient in a driving environment where frequent shifts occur and the clutches of each gear group are repeatedly released and engaged alternately. Thus, the problem that the clutch cannot be cooled as required 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 of a twin-clutch automatic manual transmission illustrating an automatic manual transmission to which the clutch cooling device of the present invention can be applied.

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) and an even-numbered gear speed (second speed, fourth gear). (Speed, 6th speed) is connected to the common clutch drum 3 of the automatic wet rotary clutch C2.
The twin-clutch automatic manual transmission has a first input shaft 4 for odd gears (first, third, fifth, reverse) and even gears (second, fourth, sixth). Second input shaft 5 for speed)
The first input shaft 4 and the second input shaft 5 can be coupled to the engine output shaft 2 by individual automatic clutches C1 and C2, respectively.

  The twin-clutch automatic manual transmission further includes an output shaft 6, which is arranged in parallel with the first input shaft 4 and the second input shaft 5, and the output shaft 6 is connected via a propeller shaft and a differential gear device (not shown). To the left and right drive wheels.

The gear transmission mechanism of the twin clutch type automatic manual transmission will be described in detail below.
Of the first input shaft 4 and the second input shaft 5 to which engine rotation is selectively input via the odd-numbered speed clutch C1 and the even-numbered speed clutch C2, the second input shaft 5 is hollow, and this is the first input. Although fitted on the shaft 4, the inner first input shaft 4 and the outer second input shaft 5 are rotatable concentrically with each other.

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 clutch hubs 7 and 8 of the clutches C1 and C2,
The first input shaft 4 protrudes from the rear end of the second input shaft 5, and the rear end portion 4a is set on the first input shaft 4.
A countershaft 10 is provided in parallel with the first input shaft 4, the second input shaft 5, and the output shaft 6.

A counter gear 11 is provided at the rear end of the counter shaft 10 so as to be integrally rotatable, and an output gear 12 is provided in the same plane perpendicular to the shaft, and the output gear 12 is coupled to the output shaft 6.
The counter gear 11 and the output gear 12 are engaged with each other to drive-couple the counter shaft 10 to the output shaft 6.

  Between the rear end portion 4a of the first input shaft 4 and the counter shaft 10, the gear groups G1, G3, G5 of the odd-numbered speed stage (first speed, third speed, fifth speed) group and the gears of the reverse speed stage A set GR is provided, and these are arranged in the order of the first speed gear set G1, the reverse gear set GR, the fifth speed gear set G5, and the third speed gear set G3 from the front side close to the engine 1.

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 composed of a reverse idler gear 17 that is driven and coupled in the reverse direction, and the reverse idler gear 17 is rotatably supported by a reverse idler shaft 18 that is installed in the transmission case.

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 fifth speed gear set G5 includes a fifth speed input gear 31 that is rotatably provided at the rear end portion 4a of the first input shaft 4, and a fifth speed output gear 32 that is drive-coupled to the countershaft 10. It is configured by meshing with each other.

The counter shaft 10 is further provided with a first speed-reverse synchronous meshing mechanism (selective meshing mechanism) 21 disposed between the first speed output gear 14 and the reverse output gear 16, and this first speed-reverse synchronous meshing mechanism ( (Selective meshing mechanism) 21
When the coupling sleeve 21a that rotates together with the countershaft 10 is moved leftward 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 and the first speed is increased as described later. Be selectable,
When the coupling sleeve 21a is moved rightward from the illustrated neutral position and meshed with the clutch gear 21c, the reverse output gear 16 is drivingly coupled to the countershaft 10 so that the reverse can be selected as described later.

The rear end portion 4a of the first input shaft 4 is further provided with a third-speed fifth-speed synchronous meshing mechanism (selective meshing mechanism) 22 disposed between the third-speed input gear 19 and the fifth-speed input gear 31. This 3-speed-5-speed synchronous meshing mechanism (selective meshing mechanism) 22 is
When the coupling sleeve 22a rotating together with the first input shaft 4 (rear end portion 4a) is moved rightward from the illustrated neutral position and meshed with the clutch gear 22b, the third speed input gear 19 is driven by the first input shaft 4 It is assumed that the third speed can be selected as described later,
When the coupling sleeve 22a is moved leftward from the illustrated neutral position and meshed with the clutch gear 22c, the fifth speed input gear 31 is drivingly coupled to the first input shaft 4 so that the fifth speed can be selected as will be described later. And

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 a relatively front portion of the second input shaft 5, the fourth speed gear set G4 is disposed at the rear end of the second input shaft 5, and the second speed gear set G2 is the second input. The shaft 5 is disposed at the center between these front and rear ends.

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 6-speed dedicated synchronous meshing mechanism (selective meshing mechanism) 29 arranged between the 6th-speed output gear 24 and the 2nd-speed output gear 26, and this 6-speed dedicated synchronous meshing mechanism (selected) (Meshing mechanism) 29 is
When the coupling sleeve 29a rotating together with the countershaft 10 is moved leftward 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 and the sixth speed is set as described later. It shall be selectable.
The countershaft 10 is provided with a second-speed / four-speed synchronous meshing mechanism (selective meshing mechanism) 30 disposed between the second-speed output gear 26 and the fourth-speed output gear 28. Synchronous meshing mechanism (selective meshing mechanism) 30 is
When the coupling sleeve 30a that rotates together with the countershaft 10 is moved leftward 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 and the second speed is set as described later. Be selectable,
When the coupling sleeve 30a is moved rightward from the illustrated neutral position and meshed with the clutch gear 30c, the fourth speed output gear 28 is drivingly coupled to the counter shaft 10 so that the fourth speed can be selected as will be described later. .

Next, the automatic shifting operation of the twin clutch type automatic manual transmission according to the above embodiment will be described.
In non-traveling ranges such as neutral (N) range and parking (P) range where power transmission is not desired, both automatic wet-rotating clutches C1 and C2 are released, and synchronous meshing mechanisms 21, 22, and 29 are used. , 30 are set to the neutral position shown in the figure to bring the twin clutch automatic manual transmission into a neutral state where no power is transmitted.
In this case, both the clutches C1 and C2 are release side clutches.

  In a driving range such as the D range where forward power transmission is desired and the R range where reverse power transmission is desired, hydraulic oil from an oil pump (not shown) driven by the engine 1 is used as a medium, and is as follows. In addition to shifting the coupling sleeves 21a, 22a, 29a, and 30a of the synchronous mesh mechanisms 21, 22, 29, and 30 and engaging / disengaging the clutches C1 and C2, each forward shift stage and reverse shift stage are controlled. You can choose.

When the first speed is desired in the forward travel range such as the D range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is moved left to drive-couple the gear 14 to the countershaft 10, and thereby the first odd-numbered shift stage 1 After the pre-shift to speed, the automatic wet rotation clutch C1 that was released in the non-traveling range is engaged.
As a result, the engine rotation from the clutch C1 is output 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 transmits power at the first speed. It can be carried out.
In this case, the clutch C1 is a fastening side clutch, and the clutch C2 is a releasing side clutch.

Note that when the selection of the first speed is for starting, smooth front start without starting shock is performed by slip engagement control for engaging and proceeding with the clutch C1.
When selecting the first speed in response to the selection operation from the N range to the D range, the coupling sleeve 30a of the synchronous meshing mechanism 30 is moved to the left at the same time as the pre-shifting to the first speed of the odd speed stage. The gear 26 is driven and coupled to the countershaft 10 to complete pre-shifting of the even gear group to the second speed.
Therefore, since the clutch C2 continues to be released in the non-traveling range, the second speed is not selected.

When upshifting from 1st speed to 2nd speed, even when N → D is selected, the even gear group is preshifted to 2nd speed as described above, so clutch C1 is released and released in the non-traveling range. When the clutch C2 is engaged (slip engagement control), the upshift from the first speed to the second speed can be performed by changing both clutches.
In this case, the clutch C1 is a disengagement side clutch, and the clutch C2 is an engagement side clutch.
As a result, the engine rotation from the clutch C2 is output 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, and transmits power at the second speed. It can be carried out.

When upshifting from the second speed to the third speed, the coupling sleeve 21a of the synchronous meshing mechanism 21 is returned to the neutral position to disconnect the gear 14 from the countershaft 10, and the coupling sleeve 22a of the synchronous meshing mechanism 22 is moved to the right. The gear 19 is driven and coupled to the first input shaft 4, and after this, the odd-numbered shift group 1 → 3 preshift, the clutch C2 is released and the clutch C1 is engaged (slip engagement control). The upshift from the second speed to the third speed is performed by changing both clutches.
In this case, the clutch C1 is a fastening side clutch, and the clutch C2 is a releasing side clutch.
As a result, the engine rotation from the clutch C1 is output 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, and transmits power at the third speed. It can be carried out.

When upshifting from the third speed to the fourth speed, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 26 from the countershaft 10, and the coupling sleeve 30a of the synchronous meshing mechanism 30 is moved to the right. The gear 28 is driven and coupled to the countershaft 10, and after this, even after the even gear group 2 → 4 preshift, the clutch C1 is released and the clutch C2 is engaged (slip engagement control), that is, both clutches. The upshift from the 3rd speed to the 4th speed is performed by switching.
In this case, the clutch C1 is a disengagement side clutch, and the clutch C2 is an engagement side clutch.
As a result, the engine rotation from the clutch C2 is output 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, and transmits power at the fourth speed. It can be carried out.

When upshifting from the fourth speed to the fifth speed, the coupling sleeve 22a of the synchronous meshing mechanism 22 is returned to the neutral position to disconnect the gear 19 from the first input shaft 4, and the coupling sleeve 22a of the synchronous meshing mechanism 22 The gear 31 is connected directly to the first input shaft 4 and the odd-numbered speed group 3 → 5 pre-shift is thereby released, and then the clutch C2 is released and the clutch C1 is engaged (slip engagement control). That is, the upshift from the fourth speed to the fifth speed is performed by changing both clutches.
In this case, the clutch C1 is a fastening side clutch, and the clutch C2 is a releasing side clutch.
As a result, the engine rotation from the clutch C1 is output from the output shaft 6 via the first input shaft 4, the fifth speed gear set G5, the countershaft 10, and the output gear sets 11, 12, and transmits power at the fifth speed. It can be carried out.

When upshifting from the fifth speed to the sixth speed, the coupling sleeve 30a of the synchronous meshing mechanism 30 is returned to the neutral position to disconnect the gear 28 from the countershaft 10, and the coupling sleeve 29a of the synchronous meshing mechanism 29 is moved to the left. The gear 24 is driven and connected to the countershaft 10, and after this, even after the even gear group 4 → 6 preshift, the clutch C1 is released and the clutch C2 is engaged (slip engagement control). The upshift from the 5th speed to the 6th speed is performed by changing over.
In this case, the clutch C1 is a disengagement side clutch, and the clutch C2 is an engagement side clutch.
As a result, 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 countershaft 10, and the output gear sets 11, 12, and at the sixth speed. Power transmission can be performed.

  In addition, when downshifting from the sixth speed to the first speed in sequence, by performing the shift control opposite to the upshift, the preshift in the reverse direction and the engagement / release control of the clutches C1 and C2 are performed as described above. Thus, a predetermined downshift can be performed.

When reverse travel is desired and the non-travel range is switched to the R range, the coupling sleeve 21a of the synchronous meshing mechanism 21 is moved to the right from the neutral position, and the gear 16 is drivably coupled to the countershaft 10, thereby generating an odd number. After the preshift of the gear group to the reverse gear, the automatic wet rotation clutch C1 that has been released in the non-traveling range is engaged.
In this case, the clutch C1 is a fastening side clutch, and the clutch C2 is a releasing side clutch.
As a result, engine rotation from the clutch C1 is output from the output shaft 6 via the first input shaft 4, the reverse gear set GR, the countershaft 10, and the output gear sets 11, 12, and at this time, the reverse gear set GR rotates the rotation direction. Therefore, power transmission at the reverse gear can be performed.
Note that when starting at the reverse gear, a smooth rear start without starting shock is performed by slip engagement control for engaging and proceeding with the clutch C1.

FIG. 2 shows a clutch lubricating oil supply system for cooling the odd-numbered-speed automatic clutch C1 and the even-numbered-speed automatic clutch C2, and constitutes the clutch lubricating oil supply means and the clutch lubricating oil amount distribution control means in the present invention. To do.
41 is a clutch lubricating oil amount control valve for controlling the total clutch lubricating oil amount Qtotal to the automatic clutches C1 and C2. This valve 41 is supplied with the cooled hydraulic oil from the oil cooler from the inlet oil passage 42. The hydraulic oil flow from the oil passage 42 is output to the outlet oil passage 43 under the flow rate control described later.

  Here, the clutch lubricating oil amount control valve 41 receives the spring force from the spring 44 and the force due to the clutch lubricating oil supply pressure in the outlet oil passage 43 fed back through the orifice 45 in the pressure reducing direction, and the lubricating oil amount control solenoid. The force due to the pressure Ps is received in the reverse pressure increasing direction, and functions as follows.

While the clutch lubricating oil supply pressure in the outlet oil passage 43, that is, the clutch lubricating oil amount Qtotal to the outlet oil passage 43 is less than the pressure (oil amount) corresponding to the lubricating oil amount control solenoid pressure Ps, the clutch lubricating oil amount The control valve 41 continues the lubricating oil flow from the inlet oil passage 42 to the outlet oil passage 43, and increases the clutch lubricating oil supply pressure in the outlet oil passage 43 (the clutch lubricating oil amount Qtotal to the outlet oil passage 43). .
When the clutch lubricating oil supply pressure in the outlet oil passage 43 (the clutch lubricating oil amount Qtotal to the outlet oil passage 43) reaches the pressure (oil amount) corresponding to the lubricating oil amount control solenoid pressure Ps, the clutch lubricating oil amount control The valve 41 cuts off the lubricating oil flow from the inlet oil passage 42 to the outlet oil passage 43, and beyond that, the clutch lubricating oil supply pressure in the outlet oil passage 43 (the clutch lubricating oil amount Qtotal to the outlet oil passage 43) is increased. It works so as not to increase.

Therefore, the clutch lubricating oil amount control valve 41 can maintain the clutch lubricating oil amount Qtotal to the outlet oil passage 43 at an oil amount corresponding to the lubricating oil amount control solenoid pressure Ps,
Through the electronic control of the lubricating oil amount control solenoid pressure Ps, the total amount of clutch lubricating oil amount Qtotal to the outlet oil passage 43 is commensurate with the total required cooling capacity of the odd speed automatic clutch C1 and the even speed automatic clutch C2. The amount of clutch lubricating oil can be set.

A switching valve 48 is interposed between the outlet oil passage 43 of the clutch lubricating oil amount control valve 41 and the clutch lubricating oil passages 46, 47 of the odd speed automatic clutch C1 and the even speed automatic clutch C2.
This switching valve 48 receives the engagement hydraulic pressure Pc1 of the odd-numbered shift speed automatic clutch C1 and the engagement hydraulic pressure Pc2 of the even-numbered speed automatic clutch C2 facing each other, and applies the spring force of the spring 48a in the direction in which it cooperates with the hydraulic pressure Pc2. The following switching action is performed.

  That is, the switching position of the switching valve 48 is determined by the spring 48a while the odd-numbered-speed automatic clutch C1 and the even-numbered-speed automatic clutch C2 are both disengagement clutches and neither of the engagement hydraulic pressures Pc1 and Pc2 is generated. The outlet oil passage 43 is connected to the clutch lubricating oil passage 47 of the even-numbered speed automatic clutch C2 under a small flow resistance, and the clutch lubricating oil passage 46 of the odd-numbered speed automatic clutch C1 is shut off from the outlet oil passage 43. And

  When the odd-numbered-speed automatic clutch C1 is an engagement-side clutch and the even-numbered-speed automatic clutch C2 is a disengagement-side clutch, the switching valve 48 has a high engagement hydraulic pressure Pc1 of the clutch C1 and a low engagement hydraulic pressure Pc2 of the clutch C2. In response to this, the outlet oil passage 43 is communicated with the clutch lubricating oil passage 46 of the odd-numbered speed automatic clutch C1 under a small flow resistance, and the clutch lubricating oil passage 47 of the even-numbered speed automatic clutch C2 is connected to the outlet oil passage. It shall be cut off from 43.

  When the odd-numbered-speed automatic clutch C1 is a disengagement side clutch and the even-numbered-speed automatic clutch C2 is an engagement-side clutch, the switching valve 48 has a low engagement hydraulic pressure Pc1 of the clutch C1 and a high engagement hydraulic pressure Pc2 of the clutch C2. In response to this, the outlet oil passage 43 is connected to the clutch lubricating oil passage 47 of the even-numbered speed automatic clutch C2 under a small flow resistance, and the clutch lubricating oil passage 46 of the odd-numbered speed automatic clutch C1 is connected to the outlet oil passage. It shall be cut off from 43.

On the other hand, by arranging to bypass the switching valve 48, the outlet oil passage 43 of the clutch lubricating oil amount control valve 41 is connected to the clutch lubricating oil passages 46, 47 of the odd speed automatic clutch C1 and the even speed automatic clutch C2. Bypass oil passages 49 and 50 to be directly communicated are provided, and orifices 51 and 52 are inserted into these bypass oil passages 49 and 50, respectively.
The bypass oil passages 49, 50 and the orifices 51, 52 function to direct the clutch lubricating oil to the outlet oil passage 43 toward the clutch lubricating oil passages 46, 47 (clutch C1, C2) under a large flow resistance.

Here, the degree of restriction (flow resistance) of the lubricating oil flow by the orifices 51 and 52 is, for example, 7/8 of the total clutch lubricating oil flow rate Qtotal when the lubricating oil flow rate Qm toward the engagement side clutch C1 or C2 through the switching valve 48 is The lubricating oil flow rate Qb toward the release side clutch C2 or C1 through the orifice 52 or 51 is determined to be 1/8 of the total clutch lubricating oil flow rate Qtotal.
During this time, the bypass oil passages 49 and 50 and the orifices 51 and 52 direct the clutch lubricating oil in the outlet oil passage 43 to the engagement side clutch. Since the oil is supplied, the amount of clutch lubricating oil directed to the engagement side clutch via the bypass oil passages 49, 50 and the orifices 51, 52 can be ignored.

As is apparent from the above, the switching valve 48 and the bypass oil passage including the orifices 51 and 52 constitute the clutch lubricating oil amount distribution control means in the present invention.
According to the configuration of the clutch lubricating oil amount distribution control means, both clutches need only be switched by one valve 48 that responds to the engagement hydraulic pressures Pc1, Pc2 (engagement / release of the clutches C1, C2) of the clutches C1, C2. It is possible to control the distribution of C1 and C2 lubricant, which is very advantageous in terms of cost.

The cooling operation of the odd-numbered-speed automatic clutch C1 and the even-numbered-speed automatic clutch C2 using the clutch lubricant supply system of FIG. 2 will be described below with reference to FIGS.
FIG. 3 shows that the temperature Tc1 of the odd-numbered speed clutch C1 is high as shown in the figure, so that the clutch lubricating oil amount control valve 41 sets the total clutch lubricating oil amount Qtotal to the maximum oil amount or the vicinity of the maximum oil amount as shown in the figure. It is an operation time chart when the N → D selection from the N range to the D range is performed at the instant t1 under the temperature condition where the oil amount is set.

During this N → D selection, both the clutches C1 and C2 are released as described above, and as described above, the 1-R coupling sleeve 21a is shifted in the first speed direction, not shown in FIG. Simultaneously with the pre-shifting of the odd-numbered speed group to the first speed, the even-numbered speed group is also pre-shifted to the second speed by the shift operation in the second speed direction of the 2-4 coupling sleeve 30a as shown in FIG.
By the way, if the total clutch lubricating oil amount Qtotal from the clutch lubricating oil amount control valve 41 remains at the maximum oil amount during the instant t1 to t2 when the preshift to the first speed and the preshift to the second speed are performed. Since both clutches C1 and C2 are released, the amount of lubricating oil Qc2 (Qm = Qtotal × 7/8) that goes to the clutch C2 via the switching valve 48 in the normal position shown in FIG. Thus, the drag torque of the clutch C2 becomes large, and the pre-shift to the second speed becomes difficult or cannot be performed.

  Note that the amount of lubricating oil Qc1 (Qb = Qtotal × 1/8) toward the clutch C1 via the bypass oil passage 49 (orifice 51) is small, and the drag torque of the clutch C1 does not increase, and the above-mentioned first speed is not increased. The preshift is performed so as to decrease the output side rotational speed Nc1 of the clutch C1 as shown in the figure even when the total clutch lubricating oil amount Qtotal remains the maximum oil amount.

In order to avoid the difficulty in pre-shifting to the second speed due to the drag torque of the clutch C2 as described above, in the present embodiment, the accelerator opening (accelerator pedal depression amount) APO in the pre-shift period t1 to t2 in FIG. Is 0, and the slip rotation of the clutches C1 and C2 during engine idle operation (the differential rotation between the engine rotation speed Ne that is the clutch input rotation speed and the clutch output rotation speed Nc1 and Nc2) is less than the set value. Therefore, the clutch C1, C2 generates almost zero heat, and the total clutch lubricant amount Qtotal from the clutch lubricant amount control valve 41 is shown in the figure, even if the clutch temperature Tc1 is high. The drag torque is reduced so that it does not interfere with pre-shifting to the second speed.
As a result, the pre-shift to the second speed is reliably performed while lowering the output side rotational speed Nc2 of the clutch C2 as illustrated.

However, before and after the pre-shift period t1 to t2, in response to the high clutch temperature Tc1, the total clutch lubricant amount Qtotal from the clutch lubricant amount control valve 41 is set to the maximum oil amount as shown in FIG. Make sure to cool C1 and C2.
Before and after the pre-shift period t1 to t2, since both the clutches C1 and C2 are released, the switching valve 48 is in the normal position shown in FIG. 2, and the amount of lubricating oil Qc2 (Qm = Qtotal × 7 / 8) The amount of lubricating oil Qc1 (Qb = Qtotal x 1/8) toward the clutch C1, which is high and high, is small, but the clutch C1 is in a state where it hardly generates heat as described above. Even so, if the total clutch lubricating oil amount Qtotal is set to the maximum oil amount as described above, the clutch C1 can be reliably cooled.

After the above N → D selection, when the driver wishes to start at instant t3 and the engine speed Ne is increased as shown in FIG. 3 by increasing the accelerator opening APO (depressing the accelerator pedal), the clutch is started from instant t4. The above-described slip engagement control at the start of C1 is started, and the vehicle can be started as is apparent from the increase in the output side rotational speed Nc1 of the clutch C1.
Thus, when the clutch C1 starts the slip engagement control at the time of starting (when the clutch C1 becomes the engagement side clutch), the switching hydraulic valve 48 of FIG. 2 is switched from the normal position to the reverse position by the generation of the engagement hydraulic pressure Pc1. As shown in Fig. 3, the amount of lubricating oil Qc1 going to clutch C1 is increased to Qm (= Qtotal × 7/8), and the amount of lubricating oil Qc2 going to clutch C2 is reduced to Qb (= Qtotal × 1/8). Let

Therefore, the clutch C1 on the engagement side that has generated heat due to the slip engagement control at the time of starting increases the amount of lubricant, and the clutch C2 on the release side that hardly generates heat still decreases the amount of lubricant,
The amount of lubricating oil to the engagement side clutch and the release side clutch can be set to an amount corresponding to the respective required cooling capacity.
In the present embodiment, even when the release side clutch C2 hardly generates heat, the amount of lubricating oil is not reduced to 0, and the lubricating oil is always supplied to both clutches C1 and C2.

  In the above description, the vehicle has been started by depressing the accelerator pedal after N → D selection, but the same clutch cooling control as described above can be performed at any shift with pre-shift in the D range. Needless to say.

  By the way, in the present embodiment, as described above, the lubricant oil is continuously supplied to both the engagement side clutch and the release side clutch, and the amount of lubricant oil to the release side clutch is made smaller than the amount of lubricant oil to the engagement side clutch. Thus, since the amount of lubricating oil to the engagement side clutch and the release side clutch is set according to the respective required cooling capacity, the following effects can be obtained.

  In other words, in the general clutch cooling technology that always supplies the same amount of lubricant to the clutches C1 and C2, as described above, if the amount of lubricant to the engagement side clutch is set to an amount that matches the required cooling capacity, the clutch C1 and C2 are released. If the amount of lubricating oil to the side clutch becomes excessive and fuel consumption deteriorates, and the clutch lubricating oil amount is almost zero based on the required cooling capacity of the disengagement side clutch, gear shifting occurs frequently and the gear group In a traveling environment in which each clutch is repeatedly released and engaged alternately at a high frequency, there is a problem that the clutch cannot be cooled as required due to a shortage of clutch lubricating oil.

However, in this embodiment, since the lubricant oil is continuously supplied to both the engagement side clutch and the release side clutch, the lubricant oil is always supplied to the release side clutch that hardly generates heat.
Even in a driving environment where frequent shifts occur and the clutch for each gear group repeats disengagement and engagement alternately, the clutch can be cooled as required, and the clutch is cooled due to insufficient clutch lubricant in that driving environment. The latter problem of becoming impossible can be solved.
In this embodiment, since the amount of lubricating oil to the release side clutch is made smaller than the amount of lubricating oil to the fastening side clutch,
The former problem that the amount of lubricating oil to the engagement side clutch and the release side clutch can be adjusted according to the respective required cooling capacity, and the amount of lubricating oil to the release side clutch becomes excessive and the fuel consumption deteriorates. Can be eliminated.

  FIG. 4 shows an instantaneous t1 under temperature conditions where the clutch lubricating oil amount control valve 41 sets the total clutch lubricating oil amount Qtotal to 0 as shown in FIG. 5 is an operation time chart when N → D selection from the N range to the D range is performed.

At the time of this N → D selection, both clutches C1 and C2 are released as described above, and as described above, the 1-speed coupling shift operation of the 1-R coupling sleeve 21a, not shown in FIG. 4, is performed. At the same time as the pre-shift of the odd-numbered speed group to the first speed, the pre-shift to the second speed of the even-numbered speed group is also performed by the shift operation of the 2-4 coupling sleeve 30a in the second speed direction as shown in FIG.
Pre-shifting to the first speed (1-R coupling sleeve 21a shifting in the first speed direction) reduces the output-side rotational speed Nc1 of the clutch C1 as shown in the figure because the clutch C1 is in the released state.

  By the way, in FIG. 4, the start operation is performed by depressing the accelerator pedal (accelerator opening APO> 0) at instant t2 before the pre-shift to the second speed (2-4 coupling sleeve 30a shift operation in the second speed direction) is completed. Therefore, the pre-shift is interrupted, and the 2-4 coupling sleeve 30a in the middle of the second-speed direction shifting operation is returned to the neutral position at the instant t3.

After the start operation t2 due to the increase in the accelerator opening APO (depressing the accelerator pedal), the engine speed Ne is increased as shown in FIG. 4 and the above-described slip engagement control at the start of the clutch C1 is performed. The vehicle can be started as is apparent from the increase in the output side rotational speed Nc1 of the clutch C1.
Thus, when the clutch C1 starts the slip engagement control at the start (when the clutch C1 becomes the engagement side clutch), the clutch C1 generates heat due to the slip, and its temperature Tc1 rises as shown in the figure from the instant t2 in FIG. In response to this, the total clutch lubricating oil amount Qtotal from the clutch lubricating oil amount control valve 41 and the lubricating oil amounts Qc1, Qc2 toward the clutches C1, C2 are increased, respectively.

  On the other hand, the suspended pre-shift to the second speed (2-4 coupling sleeve 30a shift operation in the second speed direction) needs to be performed at an appropriate timing after the instant t3, but until the instant t4. Since the accelerator opening APO is large and the clutch C1 is in slip engagement control and the slip rotation ΔNc1 (= Ne−Nc1) is large, that is, the clutch C1 generates a large amount of heat and its temperature rises significantly, and the preshift clutch Since it is not a temperature condition that allows the reduction in the amount of lubricating oil, pre-shifting to the second speed (2-4 coupling direction shift operation of the 2-4 coupling sleeve 30a) is prohibited. (Pre-shift prohibition means)

When pre-shifting to 2nd speed (2-4 direction shift operation of 2-4 coupling sleeve 30a) is forced under such temperature conditions, clutch C1 becomes overheated with a large amount of heat generated by reducing the amount of clutch lubricating oil for pre-shifting. While
In the present embodiment, the above-described overheating of the clutch C1 can be avoided by prohibiting the pre-shift to the second speed (the shift operation in the second speed direction of the 2-4 coupling sleeve 30a) under the above temperature condition.

Even if the accelerator opening APO is large, the slip rotation ΔNc1 (= Ne-Nc1) of the clutch C1 reaches the instant t4 at which it does not generate a heat value (does not cause a temperature rise). Therefore, the pre-shift to the second speed (2-4 coupling sleeve 30a shift operation in the second speed direction), which has been interrupted, is performed.
However, the amount of lubricating oil Qc2 toward the clutch C2 is large and the drag torque is large, so even if the clutch C2 is in the disengaged state, pre-shifting to the second speed (2-4 coupling sleeve 30a shifting in the second speed direction) ) Cannot be executed.

Therefore, in this embodiment, the amount of clutch lubricating oil during the pre-shift period from the instant t4 to the instant t5 in FIG. 4 in which the pre-shift to the second speed (2-4 coupling sleeve 30a shift operation in the second speed direction) is permitted. As shown in the figure, the total clutch lubricant amount Qtotal from the control valve 41 is such that the drag torque of the clutch C2 does not interfere with the pre-shift to the second speed (the 2-4 coupling sleeve 30a is shifted in the second speed direction). Reduce to be small.
As a result, the pre-shift to the second speed (the second speed shifting operation of the 2-4 coupling sleeve 30a) is reliably performed while the output side rotational speed Nc2 of the clutch C2 is lowered as shown in the figure.

  Although the above clutch cooling control has been described when the vehicle is started in advance, it goes without saying that it can be similarly applied to any shift involving a preshift in the D range.

It is a skeleton diagram showing a twin clutch type automatic manual transmission to which the clutch cooling device of the present invention can be applied. FIG. 2 is a circuit diagram of a clutch cooling system used in the twin-clutch automatic manual transmission of FIG. FIG. 3 is a time chart showing an operation mode at the start of the clutch cooling system in FIG. 2. FIG. FIG. 3 is a time chart showing another operation mode when the clutch cooling system in FIG. 2 starts. FIG.

Explanation of symbols

1 Engine 2 Crankshaft
C1 Odd-speed clutch
C2 Even-speed clutch 3 Clutch drum 4 First input shaft 5 Second input shaft 6 Output shaft 7 Clutch hub 8 Clutch hub
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
G5 5th 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
41 Clutch lubricant control valve
46 Clutch lubricating oil passage
47 Clutch lubricating oil passage
48 selector valve
49 Bypass oil passage
50 by end oil passage
51 Orifice
52 Orifice

Claims (7)

Rotation can be input to each of a plurality of shift speed groups via an individual clutch, and the shift speed is set by shifting operation of a selective meshing mechanism that controls selection of a shift speed within a certain shift speed group and engagement of the corresponding clutch. While performing the selection, an automatic operation is performed in which a pre-shift is performed in which a selective meshing mechanism that controls the selection of a gear position in another gear group is shifted in advance while a clutch related to another gear group is released. In manual transmission,
Clutch lubricating oil supply means for supplying lubricating oil to both of the clutch at all times with respect to the engagement side clutch to be engaged and the release side clutch to be released;
A clutch cooling device for an automatic manual transmission, comprising clutch oil distribution control means for making the amount of lubricant to the release side clutch smaller than the amount of lubricant to the engagement side clutch. In the automatic manual transmission clutch cooling device according to claim 1,
The clutch lubricating oil amount distribution control means responds to the engagement of the engagement side clutch and the release of the release side clutch so that the clutch lubricant shared by the engagement side clutch and the release side clutch is subjected to a relatively small flow resistance. And a bypass oil path that bypasses the switching valve and directs the common clutch lubricant oil to both the engagement side clutch and the release side clutch under a relatively large flow resistance. A clutch cooling device for an automatic manual transmission, characterized in that it is configured. The clutch cooling device for an automatic manual transmission according to claim 1 or 2,
A clutch cooling device for an automatic manual transmission, characterized in that the amount of lubricating oil to the disengagement side clutch associated with the gear group performing the preshift is reduced during the preshift. In the automatic manual transmission clutch cooling device according to claim 3,
The amount of lubricating oil to the disengagement side clutch related to the gear group performing the preshift is configured to be reduced to such an amount that the drag torque of the disengagement side clutch becomes a value that does not interfere with the preshift. A clutch cooling device for automatic manual transmission characterized by In the clutch cooling device for an automatic manual transmission according to any one of claims 2 to 4,
The automatic manual is configured to reduce the amount of lubricating oil to the disengagement-side clutch related to the gear group performing the pre-shift by reducing the amount of clutch lubricating oil shared by the engagement-side clutch and the disengaging-side clutch. Transmission clutch cooling device. In the clutch cooling device for an automatic manual transmission according to any one of claims 3 to 5,
A clutch cooling device for an automatic manual transmission, characterized in that pre-shift prohibiting means for prohibiting the pre-shift is provided while the engagement-side clutch is in a slip engagement state. In the automatic manual transmission clutch cooling device according to claim 6,
The pre-shift prohibiting means cancels the prohibition of pre-shift and permits pre-shift if the slip rotation of the engagement-side clutch is less than a set value even when the engagement-side clutch is in a slip engagement state. A clutch cooling device for automatic manual transmission.

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