JP2015090185A - Hydraulic control device of twin clutch type transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hydraulic control device of a twin clutch type transmission capable of restricting reduction in hydraulic pressure in a hydraulic supply passage during idling stop and performing an early running of a vehicle after idling stop without using any other devices.SOLUTION: This invention relates to a hydraulic control device of a twin clutch type transmission comprising idling stop means, a first input shaft of an odd number transmission stage, a second input shaft of an even number transmission stage, first and second input shaft clutches, a first hydraulic adjustment section for adjusting a first input shaft clutch connecting hydraulic pressure, a second hydraulic adjustment section for adjusting a second input shaft clutch connecting hydraulic pressure, and a hydraulic supplying section for supplying hydraulic pressure to the first and second hydraulic adjustment sections. The engine stop is carried out by the idling stop means, supplying hydraulic pressure by the hydraulic supplying section is increased and at the same time the supplying hydraulic pressure to the first and second input shaft clutches by the first and second hydraulic adjustment sections is increased.

Description

  The present invention relates to a hydraulic control device for a twin clutch transmission, and more particularly, to a mechanical clutch that is driven using engine power and a twin clutch transmission that has an idling stop function for temporarily stopping the engine. The present invention relates to a hydraulic control device.

Conventionally, in order to transmit the output of an engine to a transmission or the like, an oil supply source such as an oil pump is used to supply hydraulic pressure for clutch engagement between the engine and the transmission.
Some of these oil pumps are called mechanical oil pumps, and these oil pumps are driven using the driving force of the engine.
On the other hand, an idling stop means is known that can temporarily stop the engine and restart it thereafter under a predetermined condition.
When this idling stop means is implemented, the engine stops driving, so the mechanical oil pump described above also stops.
Then, since the hydraulic pressure for clutch engagement is not supplied and the hydraulic pressure necessary for clutch engagement is not generated, it takes time to start the vehicle.
Further, the solenoid valve for adjusting the hydraulic pressure is provided with a discharge path for discharging the oil, and the oil is discharged from the discharge path, so that it takes more time to start the vehicle.
Therefore, for example, in Patent Document 1 described below, the electromagnetic oil pump or the mechanism that cuts off the communication between the clutch and the oil chamber is provided so that the hydraulic pressure for engaging the clutch is maintained and the vehicle is returned from the idling stop. What improves is disclosed.

JP 2012-197899 A

  However, equipment such as an electromagnetic oil pump has to be provided to maintain the hydraulic pressure for clutch engagement, and it is necessary to secure a space for these equipment and there is a disadvantage that the cost increases.

  The present invention is a twin-clutch transmission that can suppress a decrease in hydraulic pressure in a hydraulic pressure supply path during idling stop without using other equipment such as an electric oil pump, and can quickly perform vehicle travel after idling stop. It is an object to provide a hydraulic control device for a machine.

  Therefore, in order to eliminate the above-described disadvantages, the present invention provides an idling stop means for temporarily stopping and starting the engine, a first input shaft having an odd gear, and a second input shaft having an even gear. A first input shaft clutch for transmitting an output from the engine to the first input shaft; a second input shaft clutch for transmitting an output from the engine to the second input shaft; A first hydraulic pressure adjusting unit that adjusts the hydraulic pressure for engaging the input shaft clutch, a second hydraulic pressure adjusting unit that adjusts the hydraulic pressure for engaging the second input shaft clutch, and the engine power. In the hydraulic control device for a twin clutch type transmission having a hydraulic pressure supply unit that supplies hydraulic pressure to the first hydraulic pressure adjustment unit and the second hydraulic pressure adjustment unit, the engine is controlled by the idling stop unit. And the hydraulic pressure supplied by the hydraulic pressure supply unit is increased, and the hydraulic pressure supplied to the first input shaft clutch and the second input shaft clutch by the first hydraulic pressure adjustment unit and the second hydraulic pressure adjustment unit is increased. It is characterized by that.

According to the present invention, by increasing the line pressure immediately before the engine is stopped, a decrease in the oil pressure after the engine is stopped is suppressed, and the oil remains in the hydraulic circuit for a longer time. Further, the clutch hydraulic circuit is filled with oil by increasing the command pressures of the first input shaft clutch and the second input shaft clutch at a stage where the hydraulic pressure supply unit including the mechanical oil pump can discharge. By increasing the command pressure of the second input shaft clutch during idling stop, more oil can be filled in the hydraulic circuit.
Further, if the idling stop time is short, the oil remains in the hydraulic circuit without being discharged, so the hydraulic filling time can be shortened and the first input shaft clutch can be connected in a short time. it can.

FIG. 1 is a system diagram of a hydraulic control device for a twin clutch transmission. (Example) FIG. 2 is a schematic configuration diagram of a twin clutch transmission. (Example) FIG. 3 is a flowchart for controlling the hydraulic control device of the twin clutch transmission. (Example) FIG. 4 is a time chart of the hydraulic control device of the twin clutch transmission. (Example)

  Embodiments of the present invention will be described below in detail with reference to the drawings.

1 to 4 show an embodiment of the present invention.
In FIG. 2, 1 is a twin clutch type transmission.
The twin clutch transmission 1 includes a transmission input shaft 3 that transmits a driving force generated by an engine 2 as a driving source to the twin clutch transmission 1, and converts the driving force from the engine 2.
At this time, a hydraulic control device 4 is disposed between the twin clutch transmission 1 and the transmission input shaft 3 of the engine 2.

As shown in FIG. 2, the twin clutch transmission 1 receives the first input shaft 5 having an odd number of gears, the second input shaft 6 having an even number of gears, and the output from the engine 2 as described above. A first input shaft clutch 7 for transmitting to the one input shaft 5 and a second input shaft clutch 8 for transmitting the output from the engine to the second input shaft 6 are provided.
That is, when the transmission input shaft 3 of the engine 2 is branched into the first input side and the second input side, the first input side end of the transmission input shaft 3 is connected to the first input shaft clutch 7. On the other hand, the second input side end of the transmission input shaft 3 is connected to the second input shaft clutch 8.
At this time, the twin clutch transmission 1 is arranged in parallel with the first input shaft 5, the second input shaft 6, and the output shaft 9 in a transmission case (not shown).

Between the first input shaft 5 and the output shaft 9, a first speed gear train 10 and a third speed gear train that form odd-numbered shift speeds from one end on the engine 2 side toward the other end. 11, 5th speed gear train 12 is arranged.
At this time, the reverse gear train 13 is disposed between the first input shaft 5 and the output shaft 9 at a position located further on the other end on the engine 2 side than the fifth speed gear train 12.
The first speed gear train 10 includes a first speed drive gear 14 disposed on the first input shaft 5 and a first speed / speed gear disposed on the output shaft 9 so as to mesh with the first speed drive gear 14. And a second speed driven gear 15.
The third-speed gear train 11 includes a third-speed drive gear 16 disposed on the first input shaft 5 and a third-speed drive gear 16 disposed on the output shaft 9 so as to mesh with the third-speed drive gear 16. And a fourth speed driven gear 17.
Further, the fifth speed gear train 12 includes a fifth speed drive gear 18 disposed on the first input shaft 5 and a fifth speed / speed gear disposed on the output shaft 9 so as to mesh with the fifth speed drive gear 18. And a sixth speed driven gear 19.
Further, the reverse gear train 13 includes a reverse drive gear 20 disposed on the first input shaft 5 and a reverse driven gear 21 disposed on the output shaft 9 so as to mesh with the reverse drive gear 20.

Further, between the second input shaft 6 and the output shaft 9, a second speed gear train 22 and a fourth speed that constitute an even-numbered shift stage from the one end on the engine 2 side toward the other end. A gear train 23 and a sixth speed gear train 24 are arranged.
The second speed gear train 22 includes a second speed drive gear 25 disposed on the second input shaft 6 and the first speed disposed on the output shaft 9 so as to mesh with the second speed drive gear 25. The second speed driven gear 15 is included.
The fourth speed gear train 23 includes a fourth speed drive gear 26 disposed on the second input shaft 6 and a third speed disposed on the output shaft 9 so as to mesh with the fourth speed drive gear 26. -It consists of a 4th speed driven gear 17.
Further, the sixth speed gear train 24 includes a sixth speed drive gear 27 disposed on the second input shaft 6 and the fifth speed gear disposed on the output shaft 9 so as to mesh with the sixth speed drive gear 27. -It consists of the 6th speed driven gear 19.

In the twin clutch transmission 1, a shift actuator 28 is disposed midway between the first input shaft 5 and the second input shaft 6 as shown in FIG. 2.
Therefore, the shift actuator 28 is moved by the control means 29 toward the transmission gears of the first speed gear train 10 to the sixth speed gear train 24 or the reverse gear train 13 so that the engine 2 The output can be transmitted to the output shaft 9 via each transmission gear to drive drive wheels (not shown).
That is, the output of the engine 2 is transmitted to the first input shaft 5 and the second input shaft 6 via the transmission input shaft 3.
At this time, the output of the engine 2 transmitted to the transmission input shaft 3 is transmitted to the first input shaft 5 via the first input shaft clutch 7, while via the second input shaft clutch 8. It is configured to be transmitted to the second input shaft 6.

As shown in FIGS. 1 and 2, the hydraulic control device 4 of the twin clutch transmission 1 includes a first hydraulic pressure adjusting unit that adjusts the hydraulic pressure for engaging the first input shaft clutch 7 by the control means 29. 30, a second hydraulic pressure adjusting unit 31 that adjusts the hydraulic pressure for fastening the second input shaft clutch 8, and the first hydraulic pressure adjusting unit 30 and the second hydraulic pressure that are driven using the power of the engine 2. And a hydraulic pressure supply unit 32 that supplies hydraulic pressure to the adjustment unit 31.
That is, the control means 29 includes an idling stop means 33 as shown in FIGS.
The idling stop means 33 temporarily stops and starts the engine 2.
Further, as shown in FIG. 1, the hydraulic control device 4 includes the hydraulic pressure supply unit 32 including an oil pump that sucks up control oil 34 in the engine 2, and drives and controls the hydraulic pressure supply unit 32.
In other words, the hydraulic pressure from the hydraulic pressure supply unit 32 is supplied to the line pressure adjustment unit 35 including a line pressure solenoid valve, and the hydraulic pressure is supplied from the line pressure adjustment unit 35 to the first hydraulic pressure adjustment unit 30 including the first solenoid valve. On the other hand, the hydraulic pressure is supplied to the second hydraulic pressure adjusting unit 31 including the second solenoid valve.
The first hydraulic pressure adjusting unit 30 adjusts the hydraulic pressure for engaging the first input shaft clutch 7, and the second hydraulic pressure adjusting unit 31 is the hydraulic pressure for engaging the second input shaft clutch 8. Adjust.

In addition, FIG. 1 shows the hydraulic control device 4 and shows the operating principle of the first input shaft clutch 7 and the second input shaft clutch 8.
That is, the hydraulic control device 4 includes the hydraulic pressure supply unit 32 including an oil pump.
The hydraulic pressure supplied by the hydraulic pressure supply unit 32 is adjusted to a predetermined hydraulic pressure by a line pressure adjusting unit 35 including a line pressure solenoid valve.
Thereafter, a predetermined hydraulic pressure that has passed through the line pressure adjusting unit 35 is supplied to the first hydraulic pressure adjusting unit 30 that is composed of a first solenoid valve and the second hydraulic pressure adjusting unit 31 that is composed of a second solenoid valve.
In the first hydraulic pressure adjusting unit 30 and the second hydraulic pressure adjusting unit 31, the solenoid valve opening is adjusted to adjust the hydraulic pressure supplied to the first input shaft clutch 7 and the second input shaft clutch 8, The fastening pressures of the first input shaft clutch 7 and the second input shaft clutch 8 are adjusted.
The hydraulic pressure that has passed through the first hydraulic pressure adjustment unit 30 and the second hydraulic pressure adjustment unit 31 passes through the first hydraulic pressure sensor 36 and the second hydraulic pressure sensor 37, and thus the first input shaft clutch 7 and the second input. It is supplied to the shaft clutch 8.

The hydraulic control device 4 of the twin clutch transmission 1 stops the engine 2 by the idling stop means 33 and increases the hydraulic pressure supplied by the hydraulic pressure supply unit 32, and the first hydraulic pressure adjustment unit 30 and the The hydraulic pressure supplied to the first input shaft clutch 7 and the second input shaft clutch 8 by the second hydraulic pressure adjusting unit 31 is increased.
More specifically, the hydraulic control device 4 of the twin clutch transmission 1 determines whether or not the idling stop start condition is satisfied by the idling stop means 33, and when this determination is satisfied, the engine 2 The hydraulic pressure supplied by the hydraulic pressure supply unit 32 is increased.
Since the supply hydraulic pressure is increased by the hydraulic pressure supply unit 32, the supply to the first input shaft clutch 7 and the second input shaft clutch 8 by the first hydraulic pressure adjustment unit 30 and the second hydraulic pressure adjustment unit 31 is performed. The hydraulic pressure is increased.
Thus, by increasing the line pressure immediately before the engine is stopped, a decrease in the oil pressure after the engine is stopped is suppressed, and the oil remains in the hydraulic circuit for a longer time. Further, by increasing the command pressure of the first input shaft clutch 7 and the second input shaft clutch 7 at a stage where the hydraulic pressure supply unit 32 composed of a mechanical oil pump can be discharged, each clutch hydraulic circuit is also supplied with oil. Is filled. By increasing the command pressure of the second input shaft clutch 8 during idling stop, more oil can be filled in the hydraulic circuit.
Also, if the idling stop time is short, the oil remains in the hydraulic circuit without being discharged, so that the hydraulic filling time can be shortened and the first input shaft clutch 7 is connected in a short time. be able to.

Further, a vehicle speed detecting means 38 for detecting the vehicle speed of the vehicle and an engine speed detecting means 39 for detecting the engine speed are provided.
That is, as shown in FIGS. 1 and 2, the vehicle speed detecting means 38 is connected to the control means 29.
The idling stop means 33 stops the engine when it is detected that the vehicle speed is equal to or lower than a predetermined vehicle speed, and increases the hydraulic pressure supplied by the hydraulic pressure supply unit 32.
That is, when the vehicle speed is equal to or lower than a predetermined vehicle speed, for example, as shown in FIG. 4, at least one of the first input shaft rotational speed and the vehicle speed becomes 0 (zero), the idling stop means 33 sets the idling stop start condition. Is determined, and the engine 2 is stopped.
Then, after the idling stop start condition is established, the hydraulic pressure supply unit 32 is driven using the driving force of the rotating engine 2 as shown at a point t3 in FIG. It starts and increases the hydraulic pressure supplied by the hydraulic pressure supply unit 32.
Accordingly, when it is detected that the vehicle speed is equal to or lower than the predetermined vehicle speed, the supply hydraulic pressure is increased by the hydraulic pressure supply unit 32. Therefore, the supply hydraulic pressure can be increased early, and more oil is supplied to the hydraulic circuit. Can be filled in.

Here, a time chart will be described with reference to FIG.
First, as the vehicle speed decreases, the engine speed also decreases.
Then, at the position of the point t1 in FIG. 4, when the vehicle speed is equal to or lower than the first vehicle speed, or the engine speed is equal to or lower than the first engine speed, an instruction to decrease the line pressure is issued.
Specifically, the line pressure is decreased by decreasing the opening of the line pressure adjusting unit 35 including a line pressure solenoid valve that adjusts the supply amount from the hydraulic pressure supplying unit 32.
Thereafter, an instruction to lower the first input shaft clutch pressure of the first input shaft clutch 7 is issued, and the opening of the first hydraulic pressure adjusting unit 30 including a first solenoid valve is also decreased, so that the first input shaft clutch 7 is supplied to the first input shaft clutch 7. Reduce supply hydraulic pressure.
In the range from the point t1 position to the point t2 position in FIG. 4, the fastening force of the first input shaft clutch 7 decreases as the line pressure and the hydraulic pressure supplied to the first input shaft clutch 7 decrease. The output from the engine 2 transmitted to the first input shaft 5 decreases.
As a result, the first input shaft rotational speed decreases.
One engine speed is maintained at a predetermined engine speed.
When the line pressure reaches a predetermined command pressure at the point t2 in FIG. 4, the opening of the first hydraulic pressure adjusting unit 30 including the first solenoid valve is set to 0 (zero) and supplied to the first input shaft clutch 7. The hydraulic pressure is set to 0 (zero).
At the point t3 in FIG. 4, at least one of the first input shaft speed and the vehicle speed is 0 (zero), so that the idling stop start condition by the idling stop means 33 is satisfied.
Then, after the idling stop start condition is satisfied, the line pressure filling control is started, the hydraulic pressure supply unit 32 is driven using the driving force of the rotating engine 2, and the hydraulic pressure supplied by the hydraulic pressure supply unit 32 Increase.
At the position of point t4 in FIG. 4, the command supply pressure to the first input shaft clutch 7 and the second input shaft clutch 8 is reduced when the engine speed is equal to or lower than a predetermined engine speed n which is a predetermined value. The first input shaft clutch 7 and the second input shaft are increased by setting the opening of the first hydraulic pressure adjusting unit 30 including the first solenoid valve and the second hydraulic pressure adjusting unit 31 including the second solenoid valve to a predetermined opening. Control for supplying hydraulic pressure to the clutch 7 is started, that is, hydraulic pressure filling control is performed.
In the range from the point t4 position to the point t5 position in FIG. 4, the hydraulic pressure supply to the first input shaft clutch 7 and the second input shaft clutch 8 is continued.
When the idling stop end condition is satisfied at the point t5 in FIG. 4, the driving of the engine 2 is started, and the oil pressure supply from the hydraulic pressure supply unit 32 is resumed.
At this time, the supply command pressure to the second input shaft clutch 8 that is not used for traveling of the vehicle is set to 0 (zero), while the hydraulic pressure supply to the first input shaft clutch 7 that is used for traveling of the vehicle is started. .

  Next, the operation will be described along the control flowchart of the hydraulic control device 4 of the twin clutch transmission 1 of FIG.

When the control program of the hydraulic control device 4 of the twin clutch transmission 1 is started (101), the process proceeds to determination (102) as to whether or not an idling stop start condition is satisfied.
In this determination (102), it is determined by the idling stop means 33 whether or not an idling stop start condition is satisfied.
In the determination (102) of whether or not the idling stop start condition is satisfied, if the determination (102) is NO, the end of the control program of the hydraulic control device 4 of the twin clutch transmission 1 described later is ended. Move to (108).
If the determination whether the idling stop start condition is satisfied (102) is YES, the process proceeds to the process (103) for starting the line pressure filling control.
In the process (103) for starting the line pressure filling control, the hydraulic pressure supply unit 32 is driven using the driving force of the rotating engine 2, and the hydraulic pressure supplied by the hydraulic pressure supply unit 32 is increased. Yes.
Then, after the process (103) for starting the line pressure filling control, the routine proceeds to a determination (104) as to whether or not the engine speed is equal to or less than a predetermined engine speed n which is a predetermined value.
In determining whether or not the engine speed is equal to or less than a predetermined engine speed n which is a predetermined value (104), the command supply pressures to the first input shaft clutch 7 and the second input shaft clutch 8 are set. The control for increasing the hydraulic pressure supply to the first input shaft clutch 7 and the second input shaft clutch 7 is started, that is, the timing for performing the hydraulic pressure filling control is determined.
In the determination (104) of whether or not the engine speed is equal to or less than a predetermined engine speed n, which is a predetermined value, if the determination (104) is NO, determination is made until this determination (104) becomes YES. (104) is repeated.
If the determination (104) of whether or not the engine speed is equal to or less than the predetermined engine speed n, which is a predetermined value, is YES, the process proceeds to a process (105) for performing hydraulic pressure filling control.
In the processing (105) for performing the hydraulic pressure filling control, the command supply pressure to the first input shaft clutch 7 and the second input shaft clutch 8 is increased to increase the first input shaft clutch 7 and the second input shaft. Control for supplying hydraulic pressure to the clutch 7 is started.
Then, after the process (105) for performing the hydraulic pressure filling control, the routine proceeds to a determination (106) as to whether or not the idling stop termination condition is satisfied.
In determining whether or not the idling stop end condition is satisfied (106), the idling stop means 33 determines whether or not the idling stop end condition is satisfied.
In the determination (106) of whether or not the above-described idling stop termination condition is satisfied, if the determination (106) is NO, the determination (106) is repeatedly performed until the determination (106) becomes YES.
If the determination of whether or not the idling stop termination condition is satisfied (106) is YES, the process proceeds to the second input shaft clutch solenoid valve closing process (107).
In this second input shaft clutch solenoid valve closing process (107), as shown at a point t5 in FIG. 4, when the engine 2 starts to be driven, the oil pressure from the hydraulic pressure supply section 32 is pumped. The hydraulic pressure supply to the first input shaft clutch 7 used for traveling of the vehicle is started again, but on the other hand, the supply command pressure to the second input shaft clutch 8 not used for traveling of the vehicle is set to 0. (Zero).
After the second input shaft clutch solenoid valve closing process (107), the process proceeds to the end (108) of the control program of the hydraulic control device 4 of the twin clutch transmission 1.

  The present invention is not limited to the above-described embodiments, and various application modifications are possible.

For example, in the embodiment of the present invention, a hydraulic control device for a twin clutch type transmission having a plurality of, that is, two input shafts has been described. However, the structure of the present invention is applied to a transmission having one input shaft. It is also possible to adopt a special configuration to be adopted.
Then, it is possible to obtain the same effect as the effect described in the present invention.
In addition, when the engine idling stop is started, the supply hydraulic pressure of the hydraulic pressure supply unit composed of an oil pump is raised and the hydraulic pressure is supplied to the clutch connecting the one input shaft and the engine. A configuration is also possible.
Furthermore, in the embodiment of the present invention, the vehicle speed is set to 0 (zero) as one of the conditions for determining that the idling stop condition is satisfied at the point t3 in FIG. A special configuration for determining that the idling stop condition is satisfied when the vehicle speed is equal to or lower than a predetermined vehicle speed other than (zero) can be adopted.

DESCRIPTION OF SYMBOLS 1 Twin clutch type transmission 2 Engine 3 Transmission input shaft 4 Hydraulic control apparatus 5 1st input shaft 6 2nd input shaft 7 1st input shaft clutch 8 2nd input shaft clutch 9 Output shaft 10 1st speed gear train 11 1st Third speed gear train 12 Fifth speed gear train 13 Reverse gear train 14 First speed drive gear 15 First speed / second speed driven gear 16 Third speed drive gear 17 Third speed / fourth speed driven gear 18 Fifth speed Drive gear 19 Fifth speed / sixth speed driven gear 20 Reverse drive gear 21 Reverse driven gear 22 Second speed gear train 23 Fourth speed gear train 24 Sixth speed gear train 25 Second speed drive gear 26 Fourth speed drive gear 27 6th speed drive gear 28 Shift actuator 29 Control means 30 1st oil pressure adjustment part 31 2nd oil pressure adjustment part 32 Oil pressure supply part 33 Idling stop means 34 Control oil 35 Line pressure adjustment 36 first oil pressure sensor 37 second pressure sensor 38 vehicle speed detecting means 39 engine speed detecting means

Claims (2)

  An idling stop means for temporarily stopping and starting the engine, a first input shaft having an odd gear, a second input shaft having an even gear, and an output from the engine are transmitted to the first input shaft. A first input shaft clutch for transmitting, a second input shaft clutch for transmitting output from the engine to the second input shaft, and a first hydraulic pressure for adjusting the first input shaft clutch. A hydraulic pressure adjusting portion; a second hydraulic pressure adjusting portion that adjusts a hydraulic pressure for engaging the second input shaft clutch; and the first hydraulic pressure adjusting portion and the second hydraulic pressure adjusting portion that are driven using the power of the engine. A twin-clutch transmission hydraulic control device having a hydraulic pressure supply unit for supplying hydraulic pressure to the engine, the engine is stopped by the idling stop means, and the hydraulic pressure supplied by the hydraulic pressure supply unit is increased. And the hydraulic pressure supplied to the first input shaft clutch and the second input shaft clutch by the first hydraulic pressure adjustment unit and the second hydraulic pressure adjustment unit is increased. apparatus.   Vehicle speed detecting means for detecting the vehicle speed of the vehicle, wherein the idling stop means stops the engine when it is detected that the vehicle speed is equal to or lower than a predetermined vehicle speed, and increases the hydraulic pressure supplied by the hydraulic pressure supply unit. 2. The hydraulic control device for a twin clutch transmission according to claim 1, wherein the hydraulic control device is a twin clutch transmission.

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