JP2012220016A - Device for controlling transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for controlling a transmission adapted to inhibit a temperature rise of a constituent part in a double-clutch mechanism and improve the durability of the device while preventing the worsening of the fuel efficiency of a vehicle.SOLUTION: In a state that a given transmission step is set through the process of engaging either of a first clutch (C1) and a second clutch (C2) included in a double clutch transmission (3) in a creep state, a clutch temperature control means (20) performs control so that, in the case that the temperature control means determines the temperature of the first clutch (C1) or the second clutch (C2) engaged in the creep state rising beyond a tolerance level, the clutch temperature control means is shifted to a non-engaged state of a gear train of a first gear group (11, 13) or a second gear group (12. 14) corresponding to the other of the first clutch (C1) and the second clutch (C2) which is not engaged in the relevant creep state, and is completely engaged with the first clutch (C1) or the second clutch (C2) which is not engaged in the creep state.

Description

  The present invention includes a plurality of clutch mechanisms including a plurality of clutches provided between a rotating shaft to which a driving force from a driving source is transmitted and each of a plurality of input shafts, and one or a plurality of outputs with each of the plurality of input shafts. The present invention relates to a control device for a multi-clutch transmission including a speed change mechanism having a speed change gear train provided between a shaft and a shaft.

  Conventionally, a so-called double-clutch transmission is known as a transmission mounted on a vehicle. The double clutch type transmission includes a first transmission gear group including a plurality of transmission gear trains for establishing an odd-numbered gear position in a gear ratio order provided between a first input shaft and an output shaft; A transmission mechanism having a second transmission gear group composed of a plurality of transmission gear trains for establishing an even-numbered gear stage provided between the second input shaft and the output shaft, and a driving force of a drive source such as an engine A first clutch for releasably engaging the rotating shaft to which the rotation is transmitted and the first input shaft, and a second clutch for releasably engaging the rotating shaft and the second input shaft; And a double clutch mechanism.

  In the double-clutch transmission having the above-described configuration, power transmission is performed via the odd-numbered gear train while the first clutch is engaged and the second clutch is released, while the second clutch is engaged and the second clutch is engaged. Power is transmitted through the even-numbered gear train with one clutch released. When power is transmitted via the odd-numbered gear train, the even-numbered gear train can be connected to the corresponding output shaft by the synchronous meshing mechanism, and when power is transmitted via the even-numbered gear train. The odd-numbered gear train can be connected to the corresponding output shaft by a synchronous meshing mechanism. Therefore, at the time of shifting, by releasing one of the first and second clutches and engaging the other, the power transmission state between the even-numbered gear train and the even-numbered gear train is excellent in responsiveness. Can be switched.

  By the way, in a double clutch type transmission, for example, when traveling at the first speed (when the vehicle starts, when traveling at a low speed, etc.), the first clutch is not fully engaged (creep state). Alternatively, creep torque is generated by setting the slip control state. However, when the creep torque is generated in this way, if the clutch creep state is extended for a long time, the clutch disk temperature rises beyond an allowable range, which may cause problems such as deterioration and damage to the clutch disk. There is.

  As a prior art for dealing with this problem, there is a shift control device described in Patent Document 1. In the shift control device of Patent Document 1, the half-engaged state of the first clutch and the second clutch is switched every predetermined time to prevent the temperature of the clutch disk from rising beyond an allowable range. Yes. Specifically, if the creep state of the first clutch is continued for a predetermined time during traveling at the first speed, the first clutch is released and the second clutch is engaged by switching the speed to the second speed. Are engaged (half-engaged). However, in this control, it is necessary to increase the engine torque in order to switch the shift speed from the first speed to the second speed. Thereby, there exists a problem that the fuel consumption of a vehicle deteriorates by the increase in fuel consumption.

JP 2006-292055 A

  The present invention has been made in view of the above points, and its object is to effectively suppress the temperature rise of the components of the clutch mechanism while preventing the deterioration of the fuel consumption of the vehicle, and to improve the durability of the clutch mechanism. An object of the present invention is to provide a control device for a multiple clutch transmission that can be improved.

  The present invention for solving the above-described problems includes a rotating shaft (2) rotated by the driving force of the driving source (1), an input member (31a) attached to the rotating shaft (2), and a first input. The first clutch (C1) that can be fastened by engaging the first friction member (32) attached to the shaft (4) side with the input member (31a), and the second input shaft (5) side. A clutch mechanism (30) including at least a second clutch (C2) that can be engaged by engaging the second friction member (33) with the input member (31a), and a first input shaft (4) or One or a plurality of output shafts (6) to which driving force is transmitted from the second input shaft (5), and a predetermined gear ratio provided between the first input shaft (4) and the output shaft (6). There are few first gear groups (11, 13) consisting of one or a plurality of gear trains, the first input shaft (4) and the output shaft (6). One or more first synchronizers (15) capable of switching engagement / disengagement of one or more gear trains of the first gear group (11, 13) with respect to the other, and a second input shaft (5) ) And the output shaft (6), a second gear group (12, 14) composed of one or a plurality of gear trains having a predetermined gear ratio, a second input shaft (5), and an output shaft ( 6) one or more second synchronizers (16) capable of switching engagement / disengagement of one or more gear trains of the second gear group (12, 14) with respect to at least one of 6), With the first clutch (C1) engaged, either a first gear group (11, 13) is engaged with the first synchronizer (15) to set a predetermined gear stage, or One of the second gear groups (12, 14) is connected to the second synchronizer (16) with the second clutch (C2) engaged. A multi-clutch transmission (3) configured to transmit the rotation of the rotary shaft (2) to the output shaft (6) at a predetermined gear ratio by engaging a gear train and setting a predetermined gear stage. ), The temperature of the first clutch (C1) or the second clutch (C2) is determined, and the temperature control of the first clutch (C1) or the second clutch (C2) is performed based on the determination. The clutch temperature control means (20) includes a clutch temperature control means (20), and the clutch temperature control means (20) engages one of the first clutch (C1) and the second clutch (C2) in a creep state to set a predetermined gear position. When it is determined that the temperature of the first clutch (C1) or the second clutch (C2) engaged in the creep state has increased beyond the allowable range, the first not engaged in the creep state. Clutch (C1) or second clutch The first gear group (11, 13) or the second gear group (12, 14) corresponding to the latch (C2) is switched to the disengaged state, and the first clutch (not engaged in the creep state) ( C1) or the second clutch (C2) is controlled to be completely engaged.

  Further, in this case, the clutch temperature control means (20) includes the temperature of the first clutch (C1) or the temperature of the second clutch (C2) detected by the clutch temperature detection means (23, 24) and the first clutch (C1). ) Or the duration of the creep state of the second clutch (C2) and the start time of temperature control of the first clutch (C1) or the second clutch (C2) may be determined.

  In vehicles equipped with a multiple clutch type transmission such as a double clutch type, as described above, when creep torque is generated with one clutch in the creep state during low speed running (creep running), the creep state is long. If it continues, the temperature of the clutch will rise beyond the allowable range, and there is a risk that problems such as deterioration and damage will occur. Therefore, in the control apparatus for a multiple clutch transmission according to the present invention, to cope with this, either one of the first clutch and the second clutch is engaged in a creep state to set a predetermined gear stage. When it is determined that the temperature of the first clutch or the second clutch that is engaged in the creep state has risen beyond the allowable range, the first clutch or the second clutch that is not engaged in the creep state is supported. The gear train of the first gear group or the second gear group is switched to the non-engaged state, and the first clutch or the second clutch that is not fastened in the creep state is controlled to be completely fastened. Thereby, the heat capacity of the first friction member can be increased via the input member by engaging the second friction member with the input member. Therefore, since excessive temperature rises of the first friction member and the input member can be suppressed, problems such as deterioration and damage can be prevented in the components of the clutch mechanism, and the durability of the clutch mechanism can be improved.

  Further, according to the control apparatus for a multiple clutch transmission according to the present invention, the temperature increase of the clutch can be suppressed without performing the engine torque increase control as in the prior art described in Patent Document 1. Therefore, it is possible to prevent the deterioration of the fuel consumption of the vehicle while improving the durability of the clutch. Further, the first gear group or the second gear group corresponding to either the first clutch or the second clutch is switched to the disengaged state, and either the first clutch or the second clutch is completely engaged. Since the temperature increase of the clutch is suppressed by a relatively simple control, the complicated control of the drive source such as the engine and the transmission becomes unnecessary.

  The clutch mechanism included in the multiple clutch transmission includes a first pressing member (34) for pressing the first friction member (32) to engage the input member (31a), and a second friction. A second pressing member (35) for pressing the member (33) to engage the input member (31a), and at least one of the first pressing member (34) and the second pressing member (35). Is a plate member (44) for heat dissipation attached to the surface of the first pressing member (34) opposite to the first friction member (32), or a second friction member (33) of the second pressing member (35). It is good to provide the plate-shaped member (45) for heat dissipation attached to the surface side opposite to. Alternatively, fins for promoting heat dissipation of the first pressing member (34) or the second pressing member (35) on the outer peripheral side surface of at least one of the first pressing member (34) and the second pressing member (35). Shape portions (47, 48) may be provided.

According to these, since the surface area of the 1st press member or the 2nd press member which presses the 1st friction member or the 2nd friction member can be increased, it is the 1st via the 1st press member or the 2nd press member. The heat of the friction member or the second friction member can be effectively released. Therefore, since the temperature rise of the first clutch or the second clutch can be more effectively suppressed, it is possible to prevent problems such as deterioration and damage in the components of the clutch mechanism, and to further improve the durability of the clutch mechanism. Can do.
In addition, the reference code | symbol described in the parenthesis above has illustrated the code | symbol attached | subjected to the corresponding component in embodiment mentioned later for reference.

  According to the control apparatus for a multiple clutch transmission according to the present invention, it is possible to effectively suppress the temperature rise of the components of the clutch mechanism while preventing the deterioration of the fuel consumption of the vehicle, and to improve the durability of the clutch mechanism. be able to.

It is the schematic which shows the example of whole structure of the drive mechanism of the vehicle provided with the double clutch type transmission. It is a sectional side view which shows the structural example of the double clutch mechanism concerning 1st Embodiment of this invention. It is a timing chart which shows change of each value in temperature control of the 1st clutch. It is a flowchart for demonstrating the procedure of the temperature control of a 1st clutch. It is a flowchart for demonstrating the other procedure of the temperature control of a 1st clutch. It is a figure which shows the structural example of the double clutch mechanism concerning 2nd Embodiment of this invention, (a) is a sectional side view of a double clutch mechanism, (b) is the figure which looked at a part of auxiliary plate from the axial direction. It is. It is a figure which shows the pressure plate with which the double clutch mechanism concerning 3rd Embodiment of this invention is provided, (a) is the figure seen from the axial direction, (b) is A arrow directional view of (a), (c). FIG. 4B is a sectional view taken along line BB ′ in FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic diagram illustrating an example of the overall configuration of a vehicle drive mechanism including a double clutch transmission according to an embodiment of the present invention. In the figure, a schematic configuration of a control system for controlling the transmission is also shown.

  First, the vehicle drive mechanism 10 shown in FIG. 1 will be described. The vehicle is provided with an engine 1 as a driving force source, and a transmission 3 is provided in a power transmission path provided between the engine 1 and the driving wheels W and W. The transmission 3 has a first input shaft 4, a second input shaft 5, and an output shaft 6. The second input shaft 5 is formed in a hollow cylindrical shape, and the first input shaft 4 is arranged inside the second input shaft 5. The first input shaft 4 and the second input shaft 5 are installed coaxially and relatively rotatable. The output shaft 6 is arranged in parallel to the first input shaft 4 and the second input shaft 5 with a predetermined interval.

  The transmission 3 includes first to fourth speed gear trains 11 to 14. The first speed gear train 11 includes a first speed drive gear 11a and a first speed driven gear 11b that mesh with each other. The first speed drive gear 11 a is provided on the first input shaft 4 and is configured to rotate integrally with the first input shaft 4. The first speed driven gear 11 b is provided on the output shaft 6 and is configured to be rotatable relative to the output shaft 6.

  The second speed gear train 12 includes a second speed drive gear 12a and a second speed driven gear 12b that mesh with each other. The second speed drive gear 12 a is provided on the second input shaft 5 and is configured to rotate integrally with the second input shaft 5. The second speed driven gear 12 b is provided on the output shaft 6 and is configured to be rotatable relative to the output shaft 6.

  The third speed gear train 13 includes a third speed drive gear 13a and a third speed driven gear 13b that mesh with each other. The third speed drive gear 13 a is provided on the first input shaft 4 and is configured to rotate integrally with the first input shaft 4. The third speed driven gear 13 b is provided on the output shaft 6 and is configured to be rotatable relative to the output shaft 6.

  The fourth-speed gear train 14 includes a fourth-speed drive gear 14a and a fourth-speed driven gear 14b that mesh with each other. The fourth speed drive gear 14 a is provided on the second input shaft 5 and is configured to rotate integrally with the second input shaft 5. The fourth speed driven gear 14 b is provided on the output shaft 6 and is configured to be rotatable relative to the output shaft 6.

  Further, on the output shaft 6, a 1-3 synchronizer 15 corresponding to the first speed gear train 11 and the third speed gear train 13, a second speed gear train 12 and a fourth speed gear train 14 are provided. 2-4 synchronizer 16 corresponding to the above. The 1-3 synchronizer 15 and the 2-4 synchronizer 16 are all synchronizers (synchromesh mechanisms) for shifting, and each driven gear 11b-14b and the output shaft 6 constituting each shifting gear train 11-14. The power transmission state between the two is switched.

  The 1-3 synchronization device 15 includes a sleeve 15 a that rotates integrally with the output shaft 6 and is movable along the axial direction of the output shaft 6. As the sleeve 15a moves along the axial direction, switching between engagement and release between the output shaft 6, the first speed driven gear 11b, and the third speed driven gear 13b is performed. In a state where the sleeve 15a is on the first speed driven gear 11b side, the first speed driven gear 11b and the output shaft 6 are engaged. Thus, power is transmitted between the first input shaft 4 and the output shaft 6 via the first speed gear train 11. On the other hand, in a state where the sleeve 15a is on the third speed driven gear 13b side, the third speed driven gear 13b and the output shaft 6 are engaged. As a result, power is transmitted between the first input shaft 4 and the output shaft 6 via the third-speed gear train 13. On the other hand, when the sleeve 15a is in an intermediate position (neutral position) between the first speed driven gear 11b and the third speed driven gear 13b, both the first speed driven gear 11b and the third speed driven gear 13b and the output shaft 6 Since the engagement between the first input shaft 4 and the output shaft 6 is not engaged, power transmission is not performed.

  The 2-4 synchronizer 16 includes a sleeve 16 a that rotates integrally with the output shaft 6 and is movable along the axial direction of the output shaft 6. As the sleeve 16a moves along the axial direction, switching between engagement and release between the output shaft 6, the second speed driven gear 12b, and the fourth speed driven gear 14b is performed. In a state where the sleeve 16a is on the second speed driven gear 12b side, the second speed driven gear 12b and the output shaft 6 are engaged. Thus, power is transmitted between the second input shaft 5 and the output shaft 6 via the second speed gear train 12. On the other hand, in a state where the sleeve 16a is on the fourth speed driven gear 14b side, the fourth speed driven gear 14b and the output shaft 6 are engaged. As a result, power is transmitted between the second input shaft 5 and the output shaft 6 via the fourth speed gear train 14. On the other hand, when the sleeve 16a is in an intermediate position (neutral position) between the second speed driven gear 12b and the fourth speed driven gear 14b, it is between the second speed driven gear 12b and the fourth driven gear and the output shaft 6. Therefore, the power transmission between the second input shaft 5 and the output shaft 6 is not performed.

  Further, the transmission 3 is provided with a final reduction gear train 18 formed by meshing a final drive gear 18 a that rotates integrally with the output shaft 6 and a final driven gear 18 b provided in the differential mechanism 19. The driving force of the output shaft 6 is transmitted to the differential mechanism 19 via the final reduction gear train 18, and the driving force is distributed to the left and right drive wheels W, W by the differential mechanism 19.

  The transmission 3 includes a clutch mechanism for controlling power transmission between the output shaft 6 (hereinafter referred to as “engine shaft”) 2 of the engine 1 and the first input shaft 4 and the second input shaft 5. 30 is provided. The clutch mechanism 30 includes a first clutch (odd-side clutch) C1 for switching the presence / absence of power transmission between the engine shaft 2 and the first input shaft 4, and between the engine shaft 2 and the second input shaft 5. This is a double clutch mechanism including a second clutch (even-numbered side clutch) C2 for switching the presence or absence of power transmission. The first clutch C1 and the second clutch C2 are both friction clutches, and are configured such that the engagement pressure or torque capacity can be controlled separately for each. The transmission 3 is a double clutch type transmission including a double clutch mechanism 30 including the first clutch C1 and the second clutch C2 configured as described above.

  A control system for controlling the operation of the transmission 3 will be described. An actuator mechanism 22 for driving the first clutch C1 and the second clutch C2, the 1-3 synchronizer 15 and the 2-4 synchronizer 16, and a controller (control means) 20 for controlling the actuator mechanism 22 Is provided. The actuator mechanism 22 can use a hydraulic operation mechanism as an example, and the actuator mechanism 22 uses first and second releases of first and second clutches C1 and C2, which will be described later, based on commands from the controller 20. The bearings 38 and 39 (see FIG. 2), the sleeve 15a of the 1-3 synchronizer 15 and the sleeve 16a of the 2-4 synchronizer 16 are driven.

  Further, the transmission 3 detects the temperature of a first clutch temperature sensor 23 for detecting the temperature of a first friction disk 32b of the first clutch C1, which will be described later, and the temperature of a second friction disk 33b of the second clutch C2. A second clutch temperature sensor 24 is provided. The detection value by the first clutch temperature sensor 23 and the detection value by the second clutch temperature sensor 24 are input to the controller 20.

  Next, the shift control of the transmission 3 configured as described above will be described. To set the first speed with the transmission 3, the sleeve 15a of the 1-3 synchronizing device 15 is moved to the first speed driven gear 11b side, and the first speed driven gear 11b and the output shaft 6 are engaged. Further, the first clutch C1 is engaged and the second clutch C2 is released. As a result, power is transmitted between the engine shaft 2 and the output shaft 6 via the first clutch C1 and the first speed gear train 11, and the gear ratio between the engine shaft 2 and the output shaft 6 is reduced. The value corresponds to the gear ratio of the first speed drive gear 11a and the first speed driven gear 11b of the first speed gear train 11.

  To set the second speed, the sleeve 16a of the 2-4 synchronizer 16 is moved to the second speed driven gear 12b side, and the second speed driven gear 12b and the output shaft 6 are engaged. Further, the first clutch C1 is released and the second clutch C2 is engaged. As a result, power is transmitted between the engine shaft 2 and the output shaft 6 via the second clutch C1 and the second speed gear train 12, and the gear ratio between the engine shaft 2 and the output shaft 6 is reduced. The value corresponds to the gear ratio between the second speed drive gear 12a and the second speed driven gear 12b of the second speed gear train 12.

  To set the third speed, the sleeve 15a of the 1-3 synchronizing device 15 is moved to the third speed driven gear 13b side, and the third speed driven gear 13b and the output shaft 6 are engaged. Further, the first clutch C1 is engaged and the second clutch C2 is released. As a result, power is transmitted between the engine shaft 2 and the output shaft 6 via the first clutch C1 and the third speed gear train 13, and the gear ratio between the engine shaft 2 and the output shaft 6 is reduced. The value is in accordance with the gear ratio between the third speed drive gear 13a and the third speed driven gear 13b of the third speed gear train 13.

  To set the fourth speed, the sleeve 16a of the 2-4 synchronizer 16 is moved to the fourth speed driven gear 14b side, and the fourth speed driven gear 14b and the output shaft 6 are engaged. Further, the first clutch C1 is released and the second clutch C2 is engaged. As a result, power is transmitted between the engine shaft 2 and the output shaft 6 via the second clutch C1 and the fourth speed gear train 14, and the gear ratio between the engine shaft 2 and the output shaft 6 is reduced. The value corresponds to the gear ratio between the fourth speed drive gear 14a and the fourth speed driven gear 14b of the fourth speed gear train 14.

  Next, a specific configuration example and operation of the double clutch mechanism 30 will be described. FIG. 2 is a side sectional view showing a configuration example of the double clutch mechanism 30 according to the first embodiment of the present invention. The double clutch mechanism 30 shown in the figure rotates coaxially with the second input shaft 5 via a bearing bush 41 and a second input shaft 5 rotatably supported by a housing (not shown) of the transmission 3. A first input shaft 4 that is freely supported, a clutch housing 31 connected to the engine shaft 2 (see FIG. 1) side, and a first clutch C1 and a second clutch C2 provided in the clutch housing 31 are provided. I have.

  The clutch housing 31 includes a center plate (input member) 31a located in the middle in the axial direction, and a first cover plate 31b and a second cover plate 31c fixed to both sides of the center plate 31a. The clutch housing 31 is connected to the engine shaft 2 via the first cover plate 31b. The center portion of the center plate 31 a is rotatably connected to the tip end portion of the second input shaft 5 via a bearing 50.

  The first clutch C1 and the second clutch C2 include a first clutch disk 32 and a second clutch disk 33 disposed on both sides in the axial direction of the center plate 31a. The center portion of the first clutch disk 32 is spline engaged with the distal end side of the first input shaft 4. A friction disk 32b is fixed to both axial surfaces of the outer periphery of the first clutch disk 32, and one side surface of the friction disk 32b can be in contact with one side surface of the center plate 31a. The center portion of the second clutch disk 33 is spline-engaged with the tip portion of the second input shaft 5. A friction disk 33b is fixed to both axial surfaces of the second clutch disk 33, and one side surface of the friction disk 33b can abut against the other side surface of the center plate 31a.

  A first pressure plate (first pressing member) 34 is provided between the friction disk 32b of the first clutch disk 32 and the first cover plate 31b. The first pressure plate 34 is installed so as to rotate integrally with the first cover plate 31b and to be slightly movable along the linear direction. The first pressure plate 34 is urged away from the center plate 31a by an urging force of a spring (not shown). Therefore, in a state where a first release bearing 38 described later is not operated, the first pressure plate 34 is separated from the friction disk 32b, and the first clutch disk 32 is rotatable with respect to the clutch housing 31. .

  In addition, projecting portions 34 c that project outward are formed at a plurality of locations on the outer peripheral portion of the first pressure plate 34. One end of an operating plate 34a that covers the outside of the second cover plate 31c is fixed to the axial end surface of the protrusion 34c. A first diaphragm spring 36 is attached to the other end of the operating plate 34a. The outer periphery of the first diaphragm spring 36 is engaged with the operating plate 34a, and the inner portion of the first diaphragm spring 36 is in contact with the end of the second cover plate 31c. Further, a first release bearing 38 that is coaxially installed with the first input shaft 4 and the second input shaft 5 is engaged with the inner peripheral edge of the first diaphragm spring 36.

  A second pressure plate (second pressing member) 35 is provided between the friction disk 33b of the second clutch disk 33 and the second cover plate 31c. The second pressure plate 35 is installed so as to rotate integrally with the second cover plate 31c and to be slightly movable along the axial direction. The second pressure plate 35 is urged away from the center plate 31a by an urging force of a spring (not shown). Therefore, when the second release bearing 39 (described later) is not in operation, the second pressure plate 35 is separated from the friction disk 33b, and the second clutch disk 33 is rotatable with respect to the clutch housing 31. .

  A second diaphragm spring 37 is attached to the inside of the intermediate portion of the second cover plate 31c. The outer periphery of the second diaphragm spring 37 is engaged with the second cover plate 31 c, and the inner portion of the second diaphragm spring 37 is in contact with a protrusion 35 a formed on the back surface of the second pressure plate 35. . Further, a second release bearing 39 that is installed coaxially with the first input shaft 4 and the second input shaft 5 is engaged with the inner peripheral edge of the second diaphragm spring 37.

  The first clutch C1 includes the first clutch disk 32, the first friction disk 32b, the center plate 31a, and the first pressure plate 34. The second clutch C2 includes the second clutch disk 33 and the first clutch disk 32. The second friction disk 33b, the center plate 31a, and the second pressure plate 35 are included.

  In the double clutch mechanism 30 configured as described above, torque transmission between the clutch housing 31 connected to the engine shaft 2 and the first and second input shafts 4 and 5 is controlled as follows. That is, in the inoperative state where the first diaphragm spring 36 and the second diaphragm spring 37 are at the positions indicated by the solid lines in FIG. 2, both the first clutch C1 and the second clutch C2 are released. From this state, when the first release bearing 38 is moved to the left as shown in FIG. 2, the first diaphragm spring 36 is deformed as indicated by a one-dot chain line in FIG. 2 with the contact portion with the second cover plate 31c as a fulcrum. To do. As a result, the first pressure plate 34 moves to the right with respect to the clutch housing 31 together with the operating plate 34a, whereby the first friction disk 32b is sandwiched between the center plate 31a and the first pressure plate 34. Thereby, the first clutch C <b> 1 is engaged, and the torque of the engine shaft 2 connected to the clutch housing 31 is transmitted to the first input shaft 4. In the engaged state of the first clutch C1, the magnitude of the transmission torque of the first clutch C1 is controlled by adjusting the pressing force applied to the first release bearing 38.

  Further, when the second release bearing 39 is moved to the left, the second diaphragm spring 37 is deformed as indicated by a one-dot chain line in the drawing with the engaging portion with the second cover plate 31c as a fulcrum. As a result, the second pressure plate 35 moves leftward with respect to the clutch housing 31, whereby the second friction disk 33 b is sandwiched between the center plate 31 a and the second pressure plate 35. As a result, the second clutch C <b> 2 is engaged, and the torque of the engine shaft 2 connected to the clutch housing 31 is transmitted to the second input shaft 5. In the engaged state of the second clutch C2, the magnitude of the transmission torque of the second clutch C2 is controlled by adjusting the pressing force applied to the second release bearing 39.

  In the double-clutch transmission 3 according to the present embodiment, the first clutch C1 is not fully engaged when the vehicle is traveling at the first speed (such as when the vehicle is starting and when traveling at a low speed). By setting (creep state), it is possible to generate creep torque. However, in this case, when the half-engaged state of the first clutch C1 is continued for a long time, the temperature of the first friction disk 32b rises beyond the allowable range, and the double clutch mechanism 30 is deteriorated or damaged. There is a risk of malfunction. Therefore, in this embodiment, in order to suppress an excessive temperature rise of the first clutch C1, the temperature of the first clutch C1 or the duration of the half-engaged state is monitored, and these have reached a predetermined value. In this case, control is performed to engage (completely engage) the second clutch C2. Thereby, the heat capacity of the first friction disk 32b of the first clutch C1 is increased, and the durability of the double clutch mechanism 30 is improved. Hereinafter, this control is referred to as clutch temperature control, and the control will be described in detail.

  FIG. 3 is a timing chart showing changes in each value in the temperature control of the first clutch C1. FIG. 4 is a flowchart for explaining the temperature control procedure of the first clutch C1. In FIG. 3, the rotational speed of the engine shaft 2 (clutch input rotational speed), the rotational speed of the output shaft 6 of the transmission 3 (clutch output rotational speed), the vehicle speed, the control signal for the first clutch C1, engine torque, and clutch torque. 2-4 shows changes with respect to the elapsed time of the control signal for the 2-4 synchronization device 16, the control signal for the second clutch C2, and the temperature of the first clutch C1.

  First, the temperature control of the first clutch C1 will be described with reference to the timing chart of FIG. 3. When the vehicle starts, the sleeve 15a of the 1-3 synchronizer 15 is moved to the first speed driven gear 11b side to move to the first speed. The driven gear 11b and the output shaft 6 are engaged, and the first clutch C1 is engaged to set the first speed and drive the vehicle. At this time, the first clutch C <b> 1 is not brought into a fully engaged state but is brought into a half-engaged state (creep state), thereby generating a creep torque. As a result, the engine torque increases when the vehicle starts, and then the clutch torque gradually increases. Further, the rotation speed and the vehicle speed of the output shaft 6 gradually increase. Further, by setting the first clutch C1 in the creep state, the temperature of the first clutch C1 (the temperature of the first friction disk 32b) gradually increases.

  When the temperature of the first clutch C1 reaches the set temperature T1 for determining the start of clutch temperature control, the sleeve 16a of the 2-4 synchronizer 16 is set to the neutral position, and the second speed driven gear 12b and the second gear The engagement between both the 4-speed driven gear 14b and the output shaft 6 is released, and the second clutch C2 is engaged. At this time, the second clutch C2 is completely engaged. As a result, the first friction disk 32b of the first clutch C1 and the second friction disk 33b of the second clutch C2 are integrally coupled via the center plate 31a, so that the heat capacity of the first friction disk 32b is increased. Can be increased. Therefore, the subsequent temperature rise of the first clutch C1 can be suppressed.

  Next, the temperature control procedure of the first clutch C1 will be described with reference to the flowchart of FIG. First, it is determined whether or not the first clutch C1 is in the slip control (creep state) (step ST1-1). As a result, if the first clutch C1 is not in the slip control (NO), the first clutch C1 is determined. If the slip control is in progress (YES), it is determined whether the temperature T of the first clutch C1 is equal to or higher than the set temperature T1 for determining the start of the clutch temperature control. (Step ST1-2). As a result, if the temperature T of the first clutch C1 is lower than the set temperature T1 (NO), the process returns to step ST1. On the other hand, if the temperature T of the first clutch C1 is equal to or higher than the set temperature T1 (YES), the sleeve 16a of the 2-4 synchronizer 16 is set to the neutral position, and both the second speed driven gear 12b and the fourth driven gear are connected to the output shaft. 6 is released (step ST1-3). Further, the second clutch C2 is engaged (completely engaged) (step ST1-4). The engaging operation of the second clutch C2 is performed by moving the second release bearing 39 and the second diaphragm spring 37 shown in FIG. 2 from the non-operating position shown by the solid line to the operating position shown by the one-dot chain line. The second pressure plate 35 is pressed and engaged with the second friction disk 33b against the center plate 31a. As described above, in the procedure shown in FIG. 4, the start of the temperature control of the first clutch C1 is determined based on the temperature of the first clutch C1.

  FIG. 5 is a flowchart for explaining another procedure in the temperature control of the first clutch C1. In this control, first, it is determined whether or not the first clutch C1 is under slip control (step ST2-1). As a result, if the slip control is not underway (NO), the temperature control of the first clutch C1 is terminated. If the slip control is being performed (YES), whether or not the duration t of the slip control (creep state) of the first clutch C1 is equal to or longer than the set time t1 for determining the start of the clutch temperature control. Is determined (step ST2-2). As a result, if the duration of the slip control of the first clutch C1 is less than the set time t1 (NO), the process returns to step ST1. On the other hand, if the duration of the slip control of the first clutch C1 is equal to or longer than the set time t1 (YES), the second-speed driven gear 12b and the fourth-speed driven gear 14b are set with the sleeve 16a of the 2-4 synchronizer 16 in the neutral position. And the output shaft 6 are disengaged (step ST2-3). Further, the second clutch C2 is engaged (completely engaged) (step ST2-4). That is, in the procedure shown in FIG. 5, the start of the temperature control of the first clutch C1 is determined based on the duration of the slip control (creep state) of the first clutch C1.

  Thus, in the example shown in FIGS. 3 and 4, the start of temperature control of the first clutch C1 is determined based on the temperature of the first clutch C1, and in the example shown in FIG. 5, the slip of the first clutch C1 is determined. The start of the temperature control of the first clutch C1 is determined based on the duration of the control (creep state). In addition to this, the start of the temperature control of the first clutch C1 is the same as that of the first clutch C1. The determination may be made based on both the temperature and the duration of the slip control (creep state) of the first clutch C1. That is, in this case, when the temperature T of the first clutch C1 becomes equal to or higher than the set temperature T1, and the duration t of the slip control of the first clutch C1 becomes equal to or higher than the set time t1, 2-4 The sleeve 16a of the synchronizer 16 is set to the neutral position, and the second clutch C2 is engaged (completely engaged).

  As described above, in the temperature control of the first clutch C1 of the present embodiment, when the vehicle is traveling at a low speed on a flat road and an uphill road, the transmission stage of the transmission 3 is set to the first speed state, and the first clutch ( This is performed when the odd-numbered clutch) C1 is in a half-engaged state (creep state). That is, in this case, the low-speed traveling of the vehicle with the first clutch C1 half-engaged continues for a long time, and at least one of the temperature of the first clutch C1 (first friction disk 32b) and the duration of the creep state is a set value. , The driving force transmission from the second input shaft 5 to the output shaft 6 is achieved by setting the meshing state of the 2-4 synchronizer 16 provided between the second input shaft 5 and the output shaft 6 to a neutral state. And the second clutch (even-numbered clutch) C2 is completely engaged. By maintaining the fully engaged state of the second clutch C2, the heat capacity (clutch heat capacity) of the first friction disk 32b of the first clutch C1 increases, so that the durability of the double clutch mechanism 30 including the first clutch C1 is improved. The decrease can be suppressed.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the second embodiment and the corresponding drawings, the same or corresponding components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof will be omitted below. In addition, matters other than those described below are the same as those in the first embodiment. This is the same in other embodiments. 6A and 6B are views showing a double clutch mechanism 30-2 according to the second embodiment, in which FIG. 6A is a side sectional view showing a part of the double clutch mechanism 30-2, and FIG. It is the figure which looked at a part of auxiliary plate 44 (2nd auxiliary plate 45) from the axial direction.

  The double clutch mechanism 30-2 of the present embodiment includes a first auxiliary plate (plate member) 44 for heat dissipation attached to a first pressure plate 34 provided in the first clutch C1, and a second pressure provided in the second clutch C2. A second auxiliary plate (plate-like member) 45 for heat dissipation attached to the plate 35 is provided. Each of the first and second auxiliary plates 44 and 45 is a flat plate member having the same shape and made of a metal having good thermal conductivity such as copper and matches the outer shape of the first and second pressure plates 34 and 35. It has circular annular peripheral portions 44a and 45a. The inner sides of the peripheral portions 44a and 45a are longitudinal rib portions 44b and 45b formed radially from the center portion toward the outer side in the radial direction, and horizontal rib portions 44c and 45c extending from the portion along the circumferential direction. And is formed in a lattice shape. The side surfaces of the peripheral portions 44a and 45a are fixed to the surfaces of the first and second pressure plates 34 and 35 opposite to the first and second friction disks 32b and 33b. The first and second auxiliary plates 44 and 45 are fixed to the first and second pressure plates 34 and 35 by first and second columnar small protrusions formed on the first and second auxiliary plates 44 and 45, respectively. Two rivet portions 44d and 45d are passed through the first and second pressure plates 34 and 35, respectively. The first and second rivet portions 44d and 45d pass through the cross sections of the first and second pressure plates 34 and 35, and their tips are exposed to the first and second friction disks 32b and 33b. The tip portion can contact the first and second friction disks 32b and 33b.

  In the double clutch mechanism 30-2 of the present embodiment, the first and second auxiliary plates 44 and 45 having the above-described configuration are attached to the first and second pressure plates 34 and 35 of the first clutch C1 and the second clutch C2. Thus, the surface areas of the first and second pressure plates 34 and 35 can be increased. Thereby, the heat of the first and second pressure plates 34 and 35 is transmitted to the first and second auxiliary plates 44 and 45, and effective heat dissipation is performed via the first and second auxiliary plates 44 and 45. It becomes possible. Accordingly, it is possible to further improve the durability of the first and second friction disks 32b and 33b against the temperature rise. Further, the first and second friction disks 32b are formed by penetrating the first and second pressure plates 34 and 35 through the first and second rivet portions 44d and 45d for fixing the first and second auxiliary plates 44 and 45, respectively. , 33b is exposed to the first and second rivet portions 44d and 45d so that the heat generated by the first and second friction disks 32b and 33b is directly applied to the first and second auxiliary plates 44 and 45. Will be able to communicate. Therefore, the heat radiation of the first and second friction disks 32b and 33b and the first and second pressure plates 34 and 35 can be performed more effectively. The specific shapes and materials of the first and second auxiliary plates 44 and 45 are not limited to those described above, and other shapes and materials may be used. Only one of the first and second auxiliary plates 44 and 45 can be provided.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. FIG. 7: is a figure which shows the 1st pressure plate 34-2 (2nd pressure plate 35-2) with which the double clutch structure concerning 3rd Embodiment of this invention is provided, (a) is the figure seen from the axial direction. (B) is the A arrow directional view of (a), (c) is BB 'sectional drawing of (a).

  The double clutch mechanism of the present embodiment has fins on the first and second pressure plates 34-2 and 35-2 as a heat radiation shape for promoting the heat radiation of the first and second pressure plates 34-2 and 35-2. Shape portions 47 and 48 are provided. As shown in FIGS. 7B and 7C, the fin-shaped portions 47 and 48 have a plurality of fins on the outer peripheral side surfaces 34-2a and 35-2a of the first and second pressure plates 34-2 and 35-2. Grooves 47a and 48a are formed, and a portion between the fin grooves 47a and 48a is formed in a fin shape protruding outward in the radial direction of the first and second pressure plates 34-2 and 35-2. The fin grooves 47a and 48a are formed as linear narrow grooves extending in the circumferential direction on the outer peripheral side surfaces 34-2a and 35-2a of the first and second pressure plates 34-2 and 35-2. They are arranged at appropriate intervals. By providing such fin-shaped portions 47, 48, the surface areas of the outer peripheral side surfaces 34-2a, 35-2a of the first and second pressure plates 34-2, 35-2 are increased, and the first, second, The heat radiation from the two pressure plates 34-2 and 35-2 is promoted.

  In FIG. 7, the case where the fin-shaped portions 47 and 48 are formed by the plurality of fin grooves 47a and 48a provided on the outer peripheral side surfaces 34-2a and 35-2a of the first and second pressure plates 34-2 and 35-2. Although shown, the fin-shaped portions 47 and 48 may have other configurations. For example, although illustration is omitted, it is also possible to form thin plate-like projections on the outer peripheral side surfaces 34-2a, 35-2a of the first and second pressure plates 34-2, 35-2. Note that only one of the fin-shaped portions 47 and 48 can be provided.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Is possible. For example, in the above embodiment, as a specific example of the temperature control of the clutch according to the present invention, the second clutch C2 is completely engaged when the slip control of the first clutch C1 is performed at the time of traveling at the first speed. As described above, the case where the temperature increase of the first clutch C1 is suppressed has been described. However, the temperature control of the clutch according to the present invention is not limited to this, but at a gear position other than the first gear (for example, an even gear). When slip control of the second clutch C2 is performed during traveling, it is also possible to perform control to suppress the temperature increase of the second clutch C2 by completely engaging the first clutch C1. In this case, the power transmission between the first input shaft 4 and the output shaft 6 is performed with the sleeve 15a of the 1-3 synchronizer 15 placed in the neutral position while the slip control of the second clutch C2 is being performed. Is controlled so that the first clutch C1 is completely engaged.

C1 First clutch C2 Second clutch 1 Engine (drive source)
2 Engine shaft (rotary shaft)
3 Transmission (multi-clutch transmission)
4 First input shaft 5 Second input shaft 6 Output shaft 10 Drive mechanism 11 First speed gear train 12 Second speed gear train 13 Third speed gear train 14 Fourth speed gear train 15 1-3 Synchronizer (First synchronization device)
16 2-4 synchronization device (second synchronization device)
20 Controller (Clutch temperature control means)
22 Actuator mechanism 23 First clutch temperature sensor (clutch temperature detecting means)
24 Second clutch temperature sensor (clutch temperature detecting means)
30 Double clutch mechanism (clutch mechanism)
31 Clutch housing 31a Center plate (input member)
32 First clutch disc (first friction member)
32b First friction disk (first friction member)
33 Second clutch disk (second friction member)
33b Second friction disk (second friction member)
34 First pressure plate (first pressing member)
35 Second pressure plate (second pressing member)
36 1st diaphragm spring 37 2nd diaphragm spring 38 1st release bearing 39 2nd release bearings 44, 45 1st, 2nd auxiliary plates 47, 48 1st, 2nd fin shape part

Claims (4)

The rotating shaft that rotates by the driving force of the driving source, the input member attached to the rotating shaft side, and the first friction member attached to the first input shaft side can be fastened by engaging with the input member. A clutch mechanism comprising at least a first clutch and a second clutch that can be fastened by engaging a second friction member attached to the second input shaft side with the input member;
One or a plurality of output shafts to which driving force is transmitted from the first input shaft or the second input shaft;
A first gear group comprising one or a plurality of gear trains having a predetermined gear ratio provided between the first input shaft and the output shaft; and the first gear group with respect to at least one of the first input shaft and the output shaft. One or more first synchronizers capable of switching between engagement and disengagement of one or more gear trains of one gear group;
A second gear group comprising one or a plurality of gear trains having a predetermined gear ratio provided between the second input shaft and the output shaft; and the at least one of the second input shaft and the output shaft. One or a plurality of second synchronizers capable of switching engagement / disengagement of one or a plurality of gear trains of the second gear group,
In a state where the first clutch is engaged, a predetermined gear stage is set by engaging any one of the gear trains of the first gear group with the first synchronization device, or a state where the second clutch is engaged Thus, the rotation of the rotating shaft is transmitted to the output shaft at a predetermined speed ratio by engaging one of the gear trains of the second gear group with the second synchronization device to set a predetermined gear position. A control device for a multiple-clutch transmission configured to:
Clutch temperature control means for determining the temperature of the first clutch or the second clutch and controlling the temperature of the first clutch or the second clutch based on the determination;
The clutch temperature control means is a first clutch that is engaged in the creep state in a state in which either the first clutch or the second clutch is engaged in a creep state and a predetermined shift speed is set. Or, when judging that the temperature of the second clutch has risen beyond the allowable range,
Switching the gear train of the first gear group or the second gear group corresponding to the first clutch or the second clutch not fastened in the creep state to the disengaged state;
A control apparatus for a transmission, wherein control is performed to completely engage a first clutch or a second clutch that is not engaged in the creep state. The clutch temperature control means is at least one of the temperature of the first clutch or the temperature of the second clutch detected by the clutch temperature detection means and the duration of the creep state of the first clutch or the second clutch. The transmission control device according to claim 1, wherein a start point of temperature control of the first clutch or the second clutch is determined based on the control. The clutch mechanism is
A first pressing member for pressing the first friction member and engaging the input member; and a second pressing member for pressing the second friction member and engaging the input member. ,
At least one of the first pressing member and the second pressing member is a plate member for heat dissipation attached to the surface of the first pressing member opposite to the first friction member, or the second pressing member. The transmission control device according to claim 1, further comprising a heat-dissipating plate-like member attached to a surface opposite to the second friction member. The clutch mechanism is
A first pressing member for pressing the first friction member and engaging the input member; and a second pressing member for pressing the second friction member and engaging the input member. ,
The fin-shaped portion for promoting heat dissipation of the first pressing member or the second pressing member is provided on an outer peripheral side surface of at least one of the first pressing member and the second pressing member. The transmission control device according to any one of 1 to 3.

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