JP2010078119A - Speed change control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed change control device capable of reliably fitting one-speed and two-speed dog clutches when switching from a neutral state to an in-gear state. <P>SOLUTION: A first clutch CL1 connects and disconnects a rotational driving force to a first main shaft 16. A second clutch CL2 connects and disconnects the rotational driving force to a second main shaft 15. A transmission TM is so constituted that one-speed and two-speed dog clutches DC1, 2 are fitted with each other at the predetermined rotational position P1-2 of a shift drum 44. The speed change control device includes a linear solenoid valve 28 for supplying a clutch hydraulic pressure, a shift valve 25 for switching the supply destination of the hydraulic pressure between both clutches, and a control unit 100 for controlling the supply hydraulic pressure and the rotation state of the shift drum 44. The control unit 100 supplies a predetermined hydraulic pressure P1 to CL2 at a neutral time, and when the shift drum 44 is rotated to P1-2 at the speed change command to the in-gear state, the maximum hydraulic pressure P3 is supplied for a predetermined time ta by switching the hydraulic pressure supply destination to CL1. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a transmission control device, and more particularly to a transmission control device for a transmission including a twin clutch that is connected / disconnected by hydraulic pressure supply.

  Conventionally, two sets of clutches (first clutch and second clutch) have been provided between the crankshaft and the main shaft (main shaft) of the transmission, and the first and second clutches are alternated in parallel with the shifting operation by the actuator. There is known a twin-clutch transmission that is capable of sequentially shifting without interrupting the transmission of the driving force of the engine by controlling connection and disconnection.

In Patent Document 1, two clutches are disconnected by a single linear solenoid valve that controls a hydraulic pressure supplied from a hydraulic pressure supply source and a shift valve that switches a hydraulic pressure supply destination to one of the first and second clutches. A twin clutch transmission that performs contact control is disclosed.
Japanese Patent No. 2007-92907

  In the twin-clutch transmission described in Patent Document 1, when switching from the neutral state to the in-gear state so that the shift operation between the first speed and the second speed can be executed only by the clutch connection / disconnection control, for the first speed It is conceivable to set both the first and second speed dog clutches. However, if two sets of dog clutches are simultaneously engaged with the rotation of the shift drum, a dog tip contact state in which the dog teeth (dowels) do not smoothly enter the dog holes (dowel holes) is likely to occur. At this time, if the two clutches are disengaged and the rotation of the main shaft is stopped, in order to eliminate the dog tip contact state, measures such as rotating the counter shaft of the transmission by pushing and pulling the vehicle are taken. It was necessary.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems of the prior art and provide a speed change control device capable of reliably engaging a first-speed and a second-speed dog clutch when switching from a neutral state to an in-gear state. It is in.

  In order to achieve the above object, the present invention provides a transmission having a plurality of gear pairs according to a gear position between a main shaft and a counter shaft, and a first clutch and a second clutch disposed on the main shaft. A twin clutch comprising a twin clutch, and the twin clutch type transmission control device for connecting and disconnecting the rotational driving force of the engine to and from the transmission by the twin clutch. The first main shaft that supports the plurality of gears and the second main shaft that supports the plurality of gears of even-numbered speed stages, and the first clutch cuts off the rotational driving force transmitted to the first main shaft. The second clutch connects and disconnects the rotational driving force transmitted to the second main shaft, and the transmission transmits the rotational driving force of the first gear when the shift drum is rotated to a predetermined position. 1st-speed dog clutch for transmission And a second-speed dog clutch that transmits the rotational driving force of the second-speed gear are both engaged with a predetermined gear, and a single hydraulic pressure is supplied to connect the twin clutch. A hydraulic pressure supply means, a hydraulic pressure supply destination switching means for switching a supply destination of the hydraulic pressure supplied from the hydraulic pressure supply means between the first clutch and the second clutch, a supply hydraulic pressure to the twin clutch, and a rotation of the shift drum. A control unit that controls a moving state, wherein the control unit supplies a predetermined hydraulic pressure to one side of the first clutch or the second clutch at the time of neutral and corresponds to one of the first main shaft or the second main shaft. When the shift instruction from the neutral to the in-gear state is given, the shift drum starts to rotate to the predetermined position, and the switching means The hydraulic pressure supply destination is switched to the other side of the first clutch or the second clutch, and the hydraulic pressure larger than the predetermined hydraulic pressure is applied to the other clutch until the other side of the first main shaft or the second main shaft rotates. There is a first feature in that it is supplied for a predetermined time.

  The second feature is that the hydraulic pressure larger than the predetermined hydraulic pressure is the maximum hydraulic pressure by the hydraulic pressure supply means.

  A third feature is that the predetermined time ends before the timing when the first-speed dog clutch and the second-speed dog clutch are engaged.

  A fourth feature is that, after the predetermined time has elapsed, a hydraulic pressure that is smaller than the maximum hydraulic pressure and larger than the predetermined hydraulic pressure is supplied.

  Further, the fifth feature is that the clutch for supplying a predetermined hydraulic pressure at the neutral time is the second clutch.

  Furthermore, there is a sixth feature in that an oil temperature sensor that detects an oil temperature of oil supplied to the clutch and a data table that derives the predetermined time based on the oil temperature are provided.

  According to the first feature, the control unit supplies a predetermined hydraulic pressure to one side of the first clutch or the second clutch during neutral, and rotates one side of the first main shaft or the second main shaft corresponding thereto, When there is a shift instruction from the neutral to the in-gear state, the shift drum starts to rotate to a predetermined position, and the hydraulic pressure supply destination is switched to the other side of the first clutch or the second clutch by the switching means. Since a hydraulic pressure larger than the predetermined hydraulic pressure is supplied to the clutch for a predetermined time until the other side of the first main shaft or the second main shaft rotates, one side of the first main shaft or the second main shaft even at the neutral time. Can be rotated along with the rotation of the crankshaft of the engine. Further, when there is an instruction to shift from the neutral to the in-gear state, the hydraulic pressure supply destination is switched, and the other side of the first main shaft or the second main shaft is also rotated. Accordingly, it is possible to provide a period in which both the first main shaft and the second main shaft are rotated along with the engine rotation immediately after the shift instruction is issued. Accordingly, even when the shift drum is rotated to a predetermined position from the neutral state and the first-speed dog clutch and the second-speed dog clutch are simultaneously engaged (engaged), the dog clutch can be smoothly engaged.

  According to the second feature, since the hydraulic pressure larger than the predetermined hydraulic pressure is the maximum hydraulic pressure by the hydraulic pressure supply means, the first main spindle is switched when the hydraulic pressure supply destination is switched in accordance with a shift instruction from the neutral to the in-gear state. Alternatively, it is possible to shorten the time until the second main spindle starts rotating. Thereby, while the rotation of one side of the first main shaft or the second main shaft rotating by inertia is maintained, the other side of the first main shaft or the second main shaft can be easily rotated.

  According to the third feature, since the predetermined time ends before the timing when the first-speed dog clutch and the second-speed dog clutch are engaged, it is possible to prevent the clutch hydraulic pressure when the dog clutch is engaged from becoming too large. Can do. As a result, it is possible to prevent the rotation speed of the main shaft from becoming too fast and making it difficult to engage the dog clutch.

  According to the fourth feature, the hydraulic pressure smaller than the maximum hydraulic pressure and larger than the predetermined hydraulic pressure is supplied after a predetermined time has elapsed, so that the first main shaft or the second main spindle is quickly generated by the maximum hydraulic pressure, The dog clutch can be fitted in a state where the degree of clutch connection is weakened. Thereby, it is possible to reduce a shift shock when the shift drum is rotated from the neutral state to the predetermined position.

  According to the fifth feature, since the clutch that supplies the predetermined hydraulic pressure at the neutral time is the second clutch, the supply destination of the hydraulic pressure is switched in accordance with the shift instruction from the neutral to the in-gear state. Therefore, the first-speed gear can be selected without switching the hydraulic pressure supply destination after the dog clutch is engaged. Thereby, the responsiveness with respect to the shift instruction | indication from a neutral to an in-gear state can be improved.

  According to the sixth feature, since the oil temperature sensor for detecting the oil temperature of the oil supplied to the clutch and the data table for deriving the predetermined time based on the oil temperature, the derivation of the predetermined time is simplified, The burden on the arithmetic processing device can be reduced.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a cross-sectional view of an engine 1 to which a shift control device according to an embodiment of the present invention is applied. The engine 1 as a power source of a saddle-ride type four-wheel vehicle or the like is integrally configured with a transmission TM having five forward speeds and one reverse speed. A connecting rod 4 is rotatably supported on the crankshaft 2 rotatably supported by the crankcase 21 via a crankpin 3. A piston 5 that slides in a sleeve 7 provided in the cylinder 6 is attached to the other end of the connecting rod 4, and a valve mechanism that controls intake and exhaust of air-fuel mixture and combustion gas is provided above the cylinder 6. The stored cylinder head 8 and cylinder head cover 9 are fixed.

  A start clutch 10 having a clutch outer 11 and a clutch shoe 12 is provided at the left end of the crankshaft 2. The starting clutch 10 is provided between the clutch shoe 11 and the clutch outer 12 that rotates together with the crankshaft 2 when the engine speed, that is, the rotation speed of the crankshaft 2 exceeds a predetermined value (for example, 2000 rpm). Thus, a frictional force is generated, whereby a rotational driving force is transmitted to the output gear 13 fixed to the clutch outer 11.

  The rotational driving force transmitted to the output gear 13 includes a primary gear 14, a twin clutch TCL comprising a first clutch CL1 and a second clutch CL2, an inner primary shaft (inner main shaft, corresponding to the first main shaft) 16 as a main shaft, and this. A pair of gears G1 to G5, GR provided between an outer primary shaft (outer main shaft, corresponding to a second main shaft) 15 and a primary shaft 15, 16 and a counter shaft (counter shaft) 17 that are pivotally supported by the shaft. Is transmitted to the output shaft 20 via the transmission TM composed of the driving gear 18 and the driven output gear 18 and the driven output gear 19. The twin clutch TCL has a configuration in which the first clutch CL1 and the second clutch CL2 are arranged back to back with the primary gear 14 interposed therebetween, and the hydraulic path for driving the clutch is inside the left case 22 of the crankcase 21. At a position on the axis of the main shaft.

  FIG. 2 is a block diagram showing an oil passage structure for driving the hydraulic twin clutch TCL. The same reference numerals as those described above denote the same or equivalent parts. The hydraulic pressure for driving the first clutch CL1 and the second clutch CL2 is generated by a trochoid feed pump 31 that rotates as the crankshaft 2 rotates. The oil sucked from the oil tank 35 by the feed pump 31 via the oil strainer 33 is supplied to the crankshaft 2, the cylinder head 8 and the transmission TM via the relief valve 30 and the oil filter 29 which keep the hydraulic pressure at a predetermined value. Supplied to each lubrication path. In the present embodiment, a second pump 32 that sucks up oil from the oil pan 36 via the oil strainer 34 is also provided.

  A part of the hydraulic pressure generated by the feed pump 31 includes a linear solenoid valve 28, an emergency valve 27, a shift solenoid 25, a shift valve 26, orifice control valves 23 and 24, a first clutch CL1, and a second clutch CL2. Supplied to the hydraulic circuit for driving the clutch. That is, in this hydraulic mechanism, the engine lubricating oil and the clutch driving oil are shared.

  This hydraulic mechanism is configured to alternately switch the connection state of the first clutch CL1 and the second clutch CL2 when the shift solenoid 25 is energized. The linear solenoid valve 28 can control the hydraulic pressure generated by the feed pump 31 to arbitrarily change the hydraulic pressure supplied to both clutches. That is, the feed pump 31 and the single linear solenoid valve 28 constitute a hydraulic pressure supply means.

  The hydraulic pressure supplied from the linear solenoid valve 28 is introduced into the shift valve 26 via the emergency valve 27. The emergency valve 27 shifts by bypassing the linear solenoid valve 28 by manually switching the oil path and opening the bypass circuit when the hydraulic pressure cannot be supplied due to a malfunction of the linear solenoid valve 28 or the like. This is a valve that enables oil to be directly supplied to the valve 26.

  The shift solenoid 25 is opened when energization is on, and hydraulic oil for switching the oil passage is supplied to the shift valve 26 in accordance with this opened state. Thereby, the shift valve 26 switches the supply destination of the hydraulic pressure from the linear solenoid valve 28 to the first clutch CL1, and puts the first clutch CL1 into a connected state. That is, the shift solenoid 25 and the shift valve 26 constitute hydraulic pressure supply destination switching means.

  On the other hand, the shift solenoid 25 is closed when the power is turned off. As a result, the shift valve 26 switches the hydraulic pressure supply destination to the second clutch CL2, and the second clutch CL2 enters the connected state. The orifice control valves 23 and 24 have a function of reducing a shift shock by removing excess hydraulic pressure after the clutch is connected.

  FIG. 3 is a partially enlarged cross-sectional view of FIG. The same reference numerals as those described above denote the same or equivalent parts. The transmission TM is a sequential multi-stage transmission with five forward speeds and one reverse speed. The speed change operation between the respective speed stages is performed by turning on / off the hydraulic pressure applied to the twin clutch TCL and the first sleeve as a speed change mechanism. This is executed by a combination of the sliding operation in the axial direction of M1, the second sleeve M2, and the third sleeve M3.

  The primary gear 14 that is rotatably coupled to the outer primary shaft 15 and the inner primary shaft 16 incorporates an impact absorbing mechanism by a spring 40 in order to absorb a shock when transmitting the driving force. In this embodiment, the 1st clutch CL1 and the 2nd clutch CL2 have the same structure which consists of a combination of the same components. Hereinafter, the configuration of the first clutch CL1 will be described as a representative, and the corresponding components of the second clutch CL2 are shown in parentheses.

  The first clutch CL1 (second clutch CL2) is provided with a piston B1 (B2) that is hermetically inserted through an oil seal at the bottom of a clutch case C1 (C2) fixed to the primary gear 14. The piston B1 (B2) is pushed out in the left direction (right direction) when hydraulic oil is pumped from an oil passage A1 (A2) provided in the inner primary shaft 16, and on the other hand, when the supply oil pressure decreases, It is configured to return to its original position by the spring force of the spring.

  In addition, on the left side (right side) of the piston B1 (B2) in the figure, the three friction disks that are non-rotatably engaged with the clutch case C1 (C2) and the arm D1 (D2) are non-rotatably engaged. A clutch plate composed of three clutch plates is disposed, and when the piston B1 (B2) is pushed in the left direction (right direction) in the figure, a frictional force is generated between the clutch plates. . With the above configuration, the rotational driving force of the primary gear 14 only rotates the clutch case C1 (C2) unless the piston B1 (B2) is pushed out by hydraulic pressure, but the hydraulic pressure is supplied to cause the piston B1 (B2) to rotate. When pushed out, the arm D1 (D2) is driven to rotate. At this time, it is possible to create a half-clutch state or the like by hydraulic control of the linear solenoid valve 28.

  An oil passage distributor 39 composed of a double pipe is inserted and fixed in an oil gallery 16 a provided at the axis of the inner primary shaft 16. Thereby, the hydraulic pressure given to the supply oil path 37 drives the piston B1 of the first clutch CL1 from the outer pipe of the oil path distributor 39 through the oil path A1, while the hydraulic pressure given to the supply oil path 38 is The piston B2 of the second clutch CL2 is driven through the oil passage A2 from between the outer tube and the inner tube of the oil passage distributor 39.

  The arm D1 on the first clutch CL1 side is fixed to the left end of the inner primary shaft 16 in the figure, while the arm D2 on the second clutch CL2 side is fixed to the outer primary shaft 15. A first speed drive side gear I1 and a third speed drive side gear I3 are attached to the inner primary shaft 16 so as to be non-slidable in the axial direction and rotatable in the circumferential direction. A third sleeve M3 formed with a gear I5 is attached so as to be slidable in the axial direction and not rotatable in the circumferential direction.

  On the other hand, the outer primary shaft 15 is formed with a second speed drive side gear I2 and a fourth speed drive side gear I4. Further, the counter shaft 17 includes a first sleeve M1 that is slidable in the axial direction and is not rotatable in the circumferential direction, a first speed driven gear O1 that is not slidable in the axial direction and is not rotatable in the circumferential direction, and an axial direction. A second speed driven gear O2 and a third speed driven gear O3 that are non-slidable and rotatable in the circumferential direction are formed, and a second sleeve M2 that is slidable in the axial direction and cannot be rotated in the circumferential direction is formed. A fourth speed driven gear O4 that is not slidable and rotatable in the circumferential direction, and a fifth speed driven gear O5 that is not slidable in the axial direction and rotatable in the circumferential direction are attached.

  The first sleeve M <b> 1 to the third sleeve M <b> 3 are configured to connect and disconnect a dog clutch provided between adjacent gears by sliding each of them in the axial direction. The dog clutch is configured by fitting dog teeth or dog holes provided in a sleeve and dog holes or dog teeth provided in a gear adjacent to the sleeve. The dog clutch is a well-known mechanism that enables power transmission between adjacent gears on the same axis by fitting the dog teeth (dowels) and the dog holes (dowel holes). The transmission TM according to the present embodiment is provided with dog clutches DC1 to DC5 for 1st to 5th speeds and a dog clutch DCR for reverse gears. The transmission TM transmits the rotational driving force of the crankshaft 2 via any gear pair by combining the connection state of the first clutch CL1 and the second clutch CL2 and the positions of the first sleeve M1 to the third sleeve M3. Whether to transmit to the countershaft 17 can be selected.

  The reverse gear OR rotatably supported on the countershaft 17 is always meshed with a reverse output gear (not shown) to constitute a gear pair GR. The first clutch CL1 connects and disconnects the rotational driving force in the first, third, and fifth odd-numbered shift stages, while the second clutch CL2 performs the second- and fourth-speed even-numbered shift stages and reverse. The gear is configured to connect and disconnect the rotational driving force. Thereby, for example, when shifting up sequentially from the first speed, the connection state of the first clutch CL1 and the second clutch CL2 is alternately switched.

  FIG. 4 is a sectional view of the speed change mechanism of the transmission TM and a development view of the shift drum 44. A hollow cylindrical shift drum 44 is rotatably supported with respect to the crankcase 21 in the vicinity of the transmission TM. The shift drum 44 is disposed parallel to the axial direction of the transmission TM, and the outer peripheral surface thereof has lead grooves 45 to 47 with which cylindrical protrusions formed on the lower end portions of the shift forks 41 to 43 are engaged. Is formed. The shift forks 41 to 43 are engaged with each other so as to be slidable in the axial direction of a fork rod 74 disposed in parallel with the shift drum 44. Thereby, when the shift drum 44 is rotated, the first sleeve M1 to the third sleeve M3 (see FIG. 3) engaged with the other end portions (not shown) of the shift forks 41 to 43 are respectively connected to the shafts. Will be slid in the direction.

  Normally, the shift drum of the transmission is set with a rotational position that corresponds to each shift stage number on a one-to-one basis. However, in the shift drum 44 according to the present embodiment, the combination with the twin clutch TCL described above. , Has its own rotation position setting. Referring to the development view of FIG. 4, in the rotational position of the shift drum 44, following the reverse: PR and neutral: PN, the predetermined rotational position is P1-2, 2-3, corresponding to 1-2 speed. P3-4 corresponding to the corresponding P2-3, 3-4 speed, and P4-5 corresponding to the 4-5 speed are set, respectively. This is because, for example, when the shift drum 44 is in the predetermined rotation position P1-2, the shift between the first speed and the second speed is performed only by switching the connection state of the first clutch CL1 and the second clutch CL2. Means that operation is possible.

  In this embodiment, PN2, PN3, and PN4 are set as half-neutral positions in the middle of the predetermined rotation positions of the shift drum 44, respectively. By setting the half-neutral position, for example, when the shift drum 44 is rotated from the predetermined rotation position P1-2 to the next predetermined rotation position P2-3 in the shift-up direction, By passing through the neutral position PN2, the rotational speed of the shift drum 44 is temporarily reduced. As a result, the shift shock is reduced and a more reliable shift operation can be performed.

  The rotation operation of the shift drum 44 is performed by an electric motor 48 as an actuator that is driven and controlled by a control unit described later. The rotational driving force of the electric motor 48 is transmitted from the output shaft 49 to the shift spindle 52 via the intermediate gear 50 and the sector gear 51. A plate-like shift arm 53 is attached to the shift spindle 52, and when the shift arm 53 performs one reciprocating motion in a forward / reverse direction by a predetermined angle, the shift drum 44 is unidirectional via the pole ratchet mechanism 60. It is configured to rotate by a predetermined angle.

  The drum center 61 fixed to the shift drum 44 so as not to rotate by the center bolt 55 has a function of giving moderation to the switching operation of the shift drum 44 between a predetermined rotation position and a half-neutral position. The pole ratchet mechanism 60 is rotatably held by a guide plate 56 and a shifter assembly 54 fixed to the crankcase 21, and one end of the shifter assembly 54 is formed on the shift arm 53. It is engaged with the engagement hole. Between the shift spindle 52 and the guide pin 57, a return spring 58 that applies a biasing force in a direction to return the shift arm 53 to the initial position is engaged. A shift position sensor 70 is provided at the right end of the shift drum 44 in the drawing as position detecting means for detecting the current gear position based on the rotational position of the shift drum 44. Is attached with a rotation angle sensor 59.

  In the transmission TM according to the present embodiment, while traveling at a predetermined shift speed, the shift drum 44 is set to a predetermined speed corresponding to the next shift speed in preparation for the next shift operation while maintaining the transmission of the rotational driving force. A so-called “preliminary shift” operation in which the rotation position is previously rotated is possible. This preliminary speed change operation is performed, for example, after the shift up from the second speed to the third speed is completed and the shift drum 44 is moved in advance to the next predetermined time on the shift up side in preparation for the upshift to the next fourth speed. In the above example, the shift drum 44 is rotated from P2-3 to P3-4 (see FIG. 4) during traveling at the third speed. . If such a preliminary shift is executed, when the shift up shift command to the fourth speed is issued, the shift up is completed only by turning off the shift solenoid 25 simultaneously with the shift command. Can be shortened. At the time of shift down, the shift drum 44 is configured to start rotating after a shift down shift command is input.

  Further, when switching from the neutral state to the in-gear state, the shift drum 44 is rotated from the PN to the P1-2 position, and a shift between the first speed and the second speed is possible only by switching the clutch engagement state. It becomes a state. During the rotation operation of the shift drum 44, the first-speed and second-speed dog clutches (DC1, DC2) are engaged almost simultaneously while the two clutches are disconnected and the rotation of the main shaft is stopped. It will be. Therefore, the dog tip contact state in which the dog teeth (dowels) of the dog clutch do not smoothly enter the dog holes (dowel holes) is likely to occur. The shift control device according to the present embodiment prevents the occurrence of a dog tip contact state when switching from the neutral to the in-gear state by hydraulic control of the clutch.

  FIG. 5 is a block diagram showing the configuration of the shift control apparatus according to the present embodiment. The same reference numerals as those described above denote the same or equivalent parts. The transmission TM is an automatic type or a semi-automatic type transmission in which an occupant issues a shift command by a switch operation or the like by controlling the shift solenoid 25, the linear solenoid valve 28, and the electric motor 48 by the control unit 100. Function. Thereby, the rotational driving force of the engine 1 is transmitted to the drive wheels WP after being decelerated at a predetermined shift stage of the transmission TM.

  The control unit 100 can control the connection / disconnection timing and speed of the twin clutch TCL, the drive timing and drive speed of the shift drum 44, and the like according to various traveling conditions. The control unit 100 includes a shift position sensor 70 that detects the rotational position of the shift drum 44, an engine speed sensor 101 that detects the speed of the engine 1, a vehicle speed sensor 102 that detects the traveling speed of the vehicle, and engine lubricating oil. An oil temperature sensor 103 for detecting the temperature of the engine, a timer 104 for measuring various predetermined times calculated by the control unit 100, a shift spindle rotation angle sensor 59 for detecting the rotation angle of the shift spindle 52, the first clutch CL1, and the second clutch CL2. Output signals from various sensors including a first hydraulic pressure sensor 105 and a second hydraulic pressure sensor 106 that respectively detect the hydraulic pressure generated in the clutch CL2 are input.

  FIG. 6 is a timing chart showing a clutch control procedure by the shift control apparatus according to the present embodiment. In this figure, from the upper stage, the shift solenoid 25 is turned on / off, the output signal of the shift spindle rotation angle sensor 59, the hydraulic pressure command value of the linear solenoid valve 28, the hydraulic pressure measurement value of the second clutch CL2, and the hydraulic pressure measurement of the first clutch CL1. The value is shown. The sensor output of the shift spindle rotation angle sensor 59 is configured to output 2.5 V when the rotation angle is zero, that is, at the initial position, and the output value decreases as the rotation angle increases.

  As described above, the transmission TM connects and disconnects the rotational driving force of the inner main shaft 16 that supports the odd-numbered shift speeds (first, third, and fifth speeds) with the first clutch CL1, and the even-numbered speed stages (second and fourth speeds). Is configured to connect and disconnect the rotational driving force of the outer main shaft 15 that supports the second clutch CL2. Therefore, when switching from the neutral state to the in-gear state, the shift solenoid 25 is switched from the OFF state to the ON state, the hydraulic pressure supply destination is switched to the first clutch, and the vehicle is prepared for starting at the first speed.

  The details of the flow of clutch control by the speed change control device according to the present embodiment will be described below with reference to the timing chart. First, at time t0, the transmission TM is in a neutral state, that is, in a state where none of the dog clutches corresponding to each gear stage is engaged. At this time, a minute predetermined hydraulic pressure P1 is supplied to the linear solenoid valve 28, and thereby a predetermined hydraulic pressure P1 is generated in the second clutch CL2. The predetermined hydraulic pressure P1 is large enough to connect the second clutch CL2 slightly and the outer main shaft 15 is rotated by the rotational driving force of the crankshaft (crankshaft) 2 (for example, 10% of the fully connected state). Is set. Note that the starting clutch 10 (see FIGS. 1 and 2) provided between the crankshaft and the main shaft (the inner main shaft 16 and the outer main shaft 15) has a lower engine speed than the connection speed of the starting clutch 10. It is set so as to transmit a rotational driving force enough to rotate the main shaft.

  Next, when a shift command from the neutral state (PN) to the in-gear state (P1-2) is issued at time t10, the control unit 100 turns on the shift solenoid 25 to change the hydraulic pressure supply destination to the first clutch CL1. At the same time, the hydraulic pressure command value of the linear solenoid valve 28 is switched from P1 to P3. Thereby, the supply of hydraulic pressure with P3 as a target value is started to the first clutch CL1. In the present embodiment, the hydraulic pressure P3 larger than the predetermined hydraulic pressure P1 is set to a maximum hydraulic pressure that can be supplied by the linear solenoid valve 28 or a size that allows the clutch to be completely connected, so that the hydraulic pressure of the first clutch CL1 is quickly increased. Is set. The shift command at time t10 is configured to be executed by the control unit 100 based on output signals of various sensors, operation of a shift button by an occupant, and the like.

  The supply of the hydraulic pressure P3 started at time t10 is continued until time t20 when a predetermined time ta (for example, 50 ms) elapses. As a result, the hydraulic pressure of the first clutch CL1 is rapidly increased to a value slightly lower than the hydraulic pressure P3 during this period, and the inner main shaft 16 is quickly rotated by the rotational driving force of the crankshaft.

  On the other hand, the outer main shaft 15 that has been rotated around the crankshaft by supplying the predetermined oil pressure P1 to the second clutch CL2 is cut off at time t10, and even after the predetermined time ta has elapsed. The accompanying state continues due to the inertial force. Thus, it is possible to obtain a state in which both the inner main shaft 16 and the outer main shaft 15 are rotating with respect to the crankshaft in a predetermined period after reaching time t10.

  Note that the hydraulic pressure value of the second clutch CL2 slightly increases after reaching the time t10 when the temperature of the hydraulic fluid of the clutch is low and its viscosity is high, and the pressure adjustment timing by the linear solenoid valve 28 and the shift valve 25 This is because a synchronization shift based on the viscosity of the hydraulic oil occurs between the operation timing and the operation timing. Therefore, when the oil temperature is high and the viscosity is low, such an increase does not occur, and starts decreasing as time t10 is reached.

  Then, the hydraulic pressure command value of the shift solenoid valve 28 is switched to P2 (for example, 50% of P3) smaller than the hydraulic pressure P3 at time t20. Thereby, the hydraulic pressure of the first clutch CL1 starts to decrease. According to such a hydraulic pressure supply procedure to the first clutch CL1, by supplying the maximum hydraulic pressure P3 only for a predetermined time ta from the time t10, the inner main shaft 16 is quickly rotated, and the clutch is started from the time t20. By weakening the connection state, it is possible to reduce the hitting sound and the like when the first-speed dog clutch is engaged.

  The predetermined time ta is determined based on the oil temperature of the clutch hydraulic oil. The control unit 100 is provided with a data table (not shown) set so that the predetermined time ta is lengthened as the oil temperature is low and the viscosity is high, and the predetermined time ta is shortened as the oil temperature is high. . The predetermined time ta is measured by the timer 104 (see FIG. 5).

  The shift drum 44 driven by the shift spindle 52 starts rotating slightly after time t10. The transmission TM according to the present embodiment is set so that the second-speed dog clutch DC2 starts to be fitted slightly earlier than the first-speed dog clutch DC1. Then, the engagement of the second speed dog clutch DC2 is started at time t30, and the engagement of the first speed dog clutch DC1 is started at the subsequent time t40.

  In the present embodiment, the reason why the hydraulic pressure supplied to both clutches in order to obtain the accompanying state of the main shaft is larger in the first clutch CL1 than in the second clutch CL2 is that the second speed dog clutch DC2 is fitted first. Even when the first-speed dog clutch DC1 comes into a dog tip contact state, the inner main shaft 16 and the counter shaft 17 are relatively rotated against the friction force generated between the tip of the dog teeth and the gear side surface. This is because it is possible to eliminate the dog tip contact state.

  According to the clutch control as described above, at least until time t40, both the inner main shaft 16 and the outer main shaft 15 are in a state of being rotated with respect to the crankshaft. In this state, since the inner and outer main shafts 15 and 16 rotate relative to the stopped counter shaft, the first-speed and second-speed dog clutches DC1 and DC2 can be smoothly fitted.

  In the transmission TM according to the present embodiment, the second-speed dog clutch DC2 is set to start the engagement earlier than the first-speed dog clutch DC1, so that the outer main shaft 15 is rotated by the inertial force. It is easy to engage the second-speed dog clutch DC2 while the operation continues. In addition, the process for rotating the inner main shaft 16 is executed after the process for rotating the outer main shaft 15, and the first clutch CL1 is shifted to the connected state as it is, so that the hydraulic pressure supply destination is changed again when starting with the first gear. Smooth clutch control is possible without the need for switching.

  After the engagement of the first speed dog clutch DC1 is started at time t40, the shift spindle 52 reaches the rotation limit position at time t41. Therefore, when the lost motion mechanism between the shift spindle 52 and the shift drum 44 is not operating, it can be estimated that the shift drum 44 has reached the next predetermined rotation position P1-2 at this time.

  Further, the hydraulic pressure of the first clutch CL1 reaches P2 at time t45. Thereafter, at times t50 to t60, shift spindle return control for returning the shift spindle 52 to the initial position is executed. In this embodiment, when the hydraulic pressure command value of the linear solenoid valve 28 is set to P3 again at time t60, the hydraulic pressure of the first clutch CL1 reaches P3 at time t70, and the fully connected state is established. Become. In the engine 1 (see FIGS. 1 and 2) according to the present embodiment, the starting clutch is provided between the crankshaft and the main shaft, so that the rotational driving force is transmitted only by connecting the first clutch CL1. Not. In this state, when the engine speed exceeds a predetermined value and the starting clutch is connected, the rotational driving force is transmitted to the selected first gear, and the vehicle starts.

  FIG. 7 is a flowchart showing a flow of clutch control at the time of shifting according to the present embodiment. This flowchart corresponds to the time chart shown in FIG. 6 and is executed by the control unit 100. First, in step S1, it is determined whether or not the transmission TM is in a neutral state. When an affirmative determination is made in step S1, the supply of the predetermined hydraulic pressure P1 to the second clutch CL2 is started. As a result, the outer main shaft 15 starts rotating with respect to the crankshaft. If a negative determination is made in step S1, the process returns to the determination in step S1.

  In the subsequent step S3, it is determined whether or not there is a shift command to the in-gear state. If an affirmative determination is made in step S3, the process proceeds to step S4, and P3 is supplied to the first clutch CL1 as the maximum hydraulic pressure, that is, the hydraulic pressure for switching the clutch to the fully connected state. As a result, the inner main shaft 16 starts rotating with respect to the crankshaft. If a negative determination is made in step S3, the process returns to step S2.

  In step S5, it is determined whether or not the elapsed time from the shift command has reached a predetermined time ta. If an affirmative determination is made in step S5, the process proceeds to step S6, and the hydraulic pressure supplied to the first clutch CL1 is switched to P2, which is about half of P3. Then, the shift drum 44 smoothly performs the first-speed and second-speed dog clutches while both the inner main shaft 16 and the outer main shaft 15 are rotating with respect to the crankshaft by a series of clutch hydraulic pressure control. And is rotated from the neutral PN to the in-gear P1-2. If a negative determination is made in step S5, the process returns to step S4.

  In step S7, it is determined whether or not the spindle return control is completed. If an affirmative determination is made, the process proceeds to step S8, the supply hydraulic pressure to the first clutch CL1 is switched to P3, and the first speed gear is started. Complete the preparation and end the series of controls. If a negative determination is made in step S7, the process returns to the determination in step S7.

  As described above, according to the speed change control device of the present invention, in the neutral state, the predetermined hydraulic pressure P1 is supplied to the second clutch CL2 so that the outer main shaft 15 rotates with respect to the crankshaft, and the in-gear. When there is a shift command to the state, the maximum main pressure P3 is supplied to the first clutch CL1, whereby the inner main shaft 16 can be quickly rotated. Thus, a period in which both the inner main shaft 16 and the outer main shaft 15 are rotated with respect to the crankshaft is provided, and the first speed is obtained when the shift drum 44 is rotated from the neutral position PN to the predetermined rotation position P1-2. Even when both the dog dog clutch DC1 and the second speed dog clutch DC2 are engaged, the occurrence of the dog tip contact state is prevented, and a smooth speed change operation is possible.

  The configuration of the transmission and the transmission mechanism, the setting of the predetermined time ta, the setting of the predetermined hydraulic pressures P1, P2, and P3 are not limited to the above-described embodiment, and various changes can be made. For example, the hydraulic pressure may be supplied to the first clutch in the neutral state, and the hydraulic pressure may be supplied to the second clutch by a shift command to the in-gear state. Further, when changing from the neutral state to the in-gear state, the first-speed dog clutch may be fitted first, or the first-speed and second-speed dog clutches may be fitted almost simultaneously. The clutch control according to the present invention can be applied to various transmissions that switch the hydraulic pressure supply destination between the first clutch and the second clutch. For example, the transmission may be configured to support even-numbered speeds on the inner main shaft and to support odd-numbered speeds on the outer main shaft. The shift control device according to the present invention can be applied to a motorcycle, a tricycle, and the like in addition to a four-wheel ATV vehicle.

1 is a cross-sectional view of an engine to which a shift control device according to an embodiment of the present invention is applied. It is the block diagram which showed the oil-path structure for driving a twin clutch. It is a partially expanded sectional view of FIG. It is sectional drawing of a transmission mechanism, and a development view of a shift drum. It is a block diagram which shows the structure of the transmission control apparatus which concerns on this embodiment. It is a timing chart which shows the procedure of the clutch control by the transmission control apparatus which concerns on this embodiment. It is a flowchart which shows the flow of the clutch control which concerns on this embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 25 ... Shift solenoid (hydraulic supply destination switching means), 26 ... Shift valve (hydraulic supply destination switching means), 28 ... Linear solenoid valve (hydraulic supply means), 31 ... Feed pump (hydraulic supply means), 44 ... Shift drum, 48 ... Electric motor, 59 ... Shift spindle rotation angle sensor, 100 ... Control unit, 103 ... Oil temperature sensor, 104 ... Timer, CL1 ... First clutch, CL2 ... Second clutch, DC1 ... Dog clutch for first speed , DC2 ... 2nd-speed dog clutch, TCL ... Twin clutch, TM ... Transmission, ta ... Predetermined time

Claims (6)

A twin clutch comprising: a transmission having a plurality of gear pairs according to a gear position between a main shaft and a counter shaft; and a twin clutch including a first clutch and a second clutch disposed on the main shaft. In the shift control device for a twin clutch transmission in which the rotational driving force of the engine is connected to and disconnected from the transmission by:
The main shaft is composed of a first main shaft that supports a plurality of gears at odd speed stages and a second main shaft that supports a plurality of gears at even speed stages,
The first clutch connects and disconnects the rotational driving force transmitted to the first main shaft, and the second clutch connects and disconnects the rotational driving force transmitted to the second main shaft,
In the transmission, when the shift drum is rotated to a predetermined position, a first-speed dog clutch that transmits the rotational driving force of the first-speed gear and a second-speed dog clutch that transmits the rotational driving force of the second-speed gear are both predetermined. It is configured to be engaged with the gears of
A single hydraulic pressure supply means for supplying hydraulic pressure for connecting the twin clutch;
Hydraulic pressure supply destination switching means for switching the supply destination of the hydraulic pressure supplied from the hydraulic pressure supply means between the first clutch and the second clutch;
A control unit that controls the hydraulic pressure supplied to the twin clutch and the rotation state of the shift drum;
The control unit supplies a predetermined hydraulic pressure to one side of the first clutch or the second clutch at the time of neutral and rotates one side of the first main shaft or the second main shaft corresponding to the predetermined oil pressure, so that the in-gear state from the neutral When the shift instruction is issued, the shift drum starts to rotate to the predetermined position, and the switching means switches the hydraulic pressure supply destination to the other side of the first clutch or the second clutch, and A transmission control apparatus, wherein a hydraulic pressure larger than the predetermined hydraulic pressure is supplied to a side clutch for a predetermined time until the other side of the first main shaft or the second main shaft rotates.   The transmission control apparatus according to claim 1, wherein the hydraulic pressure larger than the predetermined hydraulic pressure is a maximum hydraulic pressure by the hydraulic pressure supply means.   The speed change control device according to claim 1 or 2, wherein the predetermined time ends before the timing when the first-speed dog clutch and the second-speed dog clutch are engaged.   4. The speed change control device according to claim 2, wherein after the predetermined time has elapsed, a hydraulic pressure that is smaller than the maximum hydraulic pressure and larger than the predetermined hydraulic pressure is supplied.   The shift control apparatus according to any one of claims 1 to 3, wherein the clutch that supplies a predetermined hydraulic pressure at the neutral time is the second clutch. An oil temperature sensor for detecting an oil temperature of oil supplied to the clutch;
6. The shift control device according to claim 1, further comprising a data table for deriving the predetermined time based on the oil temperature.

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