JP2017040305A - Clutch control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly control the pressure of hydraulic fluid for connecting/disconnecting a clutch.SOLUTION: A clutch control device 1 controls a clutch device 10 having a piston 17 capable of adjusting an interval between an inside plate 14A and an outside plate 14B according to the pressure of hydraulic fluid supplied to a hydraulic fluid chamber 19. The clutch control device 1 has a linear solenoid valve 64 which is disposed on an upstream side of the hydraulic fluid chamber 19, and can adjust the pressure of the hydraulic fluid; a switch valve 65 which is disposed in a second route (piping 76) branched off from a first route (piping 74 and 75) extending from the linear solenoid valve 64 to the hydraulic chamber 19, and switches whether the hydraulic fluid flows out to a downstream side or not; and a relief valve 66 which is disposed on the downstream side of the switch vale 65, and discharges the hydraulic fluid, when the pressure of the hydraulic fluid flowing out from the switch valve 65 is higher than standby pressure required for making an interval between the inside plate 14A and the outside plate 14B becomes an interval immediately before contacting, with the piston 17.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a clutch control device that controls the operation of a clutch that connects / disconnects power transmission from a drive source, and more particularly, to a technique for controlling a clutch using hydraulic oil pressure.

  2. Description of the Related Art Conventionally, a clutch control device that controls the operation of a clutch that connects and disconnects power transmission from a drive source such as an engine is known. Such clutch control devices include one that connects and disconnects a clutch by controlling the pressure (hydraulic pressure) of hydraulic oil supplied to a hydraulic oil chamber formed corresponding to a piston that operates the clutch. The pressure of the hydraulic oil supplied to the hydraulic oil chamber is adjusted using, for example, a linear solenoid valve.

  In an automatic transmission provided with a linear solenoid valve, for example, a technique described in Patent Document 1 is known as a technique for improving the pressure adjustment accuracy of a fastening pressure for fastening a friction element of the automatic transmission.

JP-A-5-215219

  For example, clutch engagement / disengagement is performed when the vehicle is started or geared, but it is required to reduce the time required for clutch engagement / disengagement or to reduce the shock at the time of clutch engagement / disengagement. .

  On the other hand, if it is possible to appropriately control the position immediately before contacting the separation plate and the friction plate that constitute the clutch, it is possible to shorten the time required for clutch engagement / disengagement and to reduce the shock at the time of clutch engagement / disengagement. It is possible to realize reduction.

  Thus, in order to maintain the state where the separate plate constituting the clutch and the friction plate are in contact with each other, it is necessary to maintain the pressure of the hydraulic oil at a relatively low pressure. However, when the hydraulic oil pressure is adjusted by the linear solenoid valve, the hydraulic oil pressure is maintained at a relatively low pressure due to the poor controllability in the low pressure region of the linear solenoid valve. It is difficult to control.

  Then, an object of this invention is to provide the technique which can control appropriately the pressure of the hydraulic fluid for connecting / disconnecting a clutch.

  In order to achieve the above-described object, a clutch control device according to an aspect of the present invention includes a first clutch plate connected to a member that can rotate integrally with an input shaft, and an output shaft so as to face the first clutch plate. A second plate connected to a member that can rotate integrally with the piston, and a piston capable of adjusting the distance between the first clutch plate and the second clutch plate in accordance with the pressure of the hydraulic oil supplied to the adjacent hydraulic oil chamber; , A clutch control device for controlling a clutch device having an electromagnetic pressure adjusting valve arranged upstream of the hydraulic oil chamber and capable of adjusting the pressure of the hydraulic oil, and extending from the electromagnetic pressure adjusting valve to the hydraulic oil chamber A switching valve that is arranged on the second path branched from the first path and that can switch whether the hydraulic oil flows out or does not flow out to the downstream side, is arranged on the downstream side of the switching valve, and flows out from the switching valve. The hydraulic fluid is discharged when the pressure of the hydraulic fluid is higher than the standby pressure, which is the pressure required to set the interval between the first clutch plate and the second clutch plate to the interval immediately before contact by the piston. A relief valve.

  The clutch control device may further include hydraulic control means for controlling the hydraulic oil pressure adjusted by the electromagnetic pressure adjusting valve and switching by the switching valve.

  In the clutch control device, the hydraulic control means controls the switching valve so that the hydraulic fluid flows downstream until a predetermined state is reached in which contact between the first clutch plate and the second clutch plate is started. May be.

  In the clutch control device, the predetermined state may be a state in which a new transmission path has been established through the gear of the shift destination gear on the output side of the output shaft.

  In the clutch control device, the hydraulic control means may adjust the output from the electromagnetic pressure adjustment valve to be equal to or higher than the standby pressure when the switching valve is controlled so as to flow the hydraulic oil downstream. Good.

  Further, in the clutch control device, the hydraulic control means may control the switching valve so that the hydraulic oil does not flow downstream when a predetermined state is reached.

  ADVANTAGE OF THE INVENTION According to this invention, the pressure of the hydraulic fluid for connecting / disconnecting a clutch can be controlled appropriately.

It is a typical longitudinal section showing the upper half of the clutch device controlled by the clutch control device concerning one embodiment of the present invention. It is a schematic structure figure of a clutch control device concerning one embodiment of the present invention. It is a figure explaining the characteristic of the linear solenoid valve which concerns on one Embodiment of this invention. It is a flowchart of the clutch control process which concerns on one Embodiment of this invention. It is a timing chart regarding the rotation speed which concerns on one Embodiment of this invention, the electric current for control, the state of a switching valve, the pressure (hydraulic pressure) of hydraulic oil, and the state of a clutch.

  Hereinafter, a clutch control device according to an embodiment of the present invention will be described with reference to the accompanying drawings. The same parts are denoted by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  FIG. 1 is a schematic longitudinal sectional view showing an upper half of a clutch device controlled by a clutch control device according to an embodiment of the present invention.

  The clutch device 10 of the present embodiment is a dual clutch device including a first wet multi-plate clutch C1 and a second wet multi-plate clutch C2 as clutches. The clutch device 10 includes a first output shaft 12A provided with an input shaft 11 to which the driving force of the engine E is transmitted, and a plurality of transmission gears (not shown) that establish, for example, even stages of the transmission T, or a transmission. For example, the driving force is connected to or disconnected from the second output shaft 12B provided with a plurality of transmission gears (not shown) that establish, for example, odd stages of T. The second output shaft 12B is rotatably inserted into the hollow shaft of the first output shaft 12A.

  The first wet multi-plate clutch C1 includes a cylindrical first clutch hub 13 that rotates integrally with the input shaft 11, and a plurality of inner plates (first clutch plates) that are spline-fitted to the outer peripheral surface of the first clutch hub 13. 14A, a cylindrical first clutch drum 15 having a larger diameter than the first clutch hub 13 and rotating integrally with the first output shaft 12A, and the first clutch drum 15 arranged alternately between the inner plates 14A. A plurality of outer plates (second clutch plates) 14B that are spline-fitted to the inner peripheral surface of the inner ring, an annular pressure contact plate 16 that is rotatably inserted into the first clutch hub 13, a pressure contact plate 16, and a disc spring 16A. A cylindrical first piston 17 that can press-contact each of the plates 14A and 14B in the axial direction, and an inner periphery that contacts the outer peripheral surface of the first piston 17 And a bottomed cylindrical cover member 18 having a.

  A hydraulic oil chamber 19 is defined between the first piston 17 and the cover member 18. When the hydraulic pressure in the hydraulic oil chamber 19 increases, the first piston 17 moves in the axial direction toward the first clutch hub 13 to narrow the interval between the plates 14A and 14B, and when the hydraulic pressure increases to a certain level or higher. The plates 14A and 14B are pressed against each other (first wet multi-plate clutch C1: contact). In this state, the driving force of the engine E is transmitted to the first output shaft 12A via the input shaft 11, the first clutch hub 13, the plates 14A and 14B, and the first clutch drum 15.

  Further, between the first piston 17 and the first clutch hub 13, a plurality of return springs (not shown) that urge the first piston 17 in a direction away from the first clutch hub 13 are interposed. Therefore, when the hydraulic pressure in the hydraulic oil chamber 19 is lowered, the first piston 17 is moved away from the first clutch hub 13 by the urging force of the return spring to release the pressure contact state of the plates 14A and 14B (first Wet multi-plate clutch C1: disengaged).

  The first wet multi-plate clutch C1 includes a bottomed cylindrical first detent pin member 20 that connects the first clutch hub 13 and the first piston 17 so as to be integrally rotatable.

  The first non-rotating pin member 20 has its bottom cylindrical portion (one end side) inserted into a pin insertion hole (first hole) formed in the first clutch hub 13, and its open side cylindrical portion (other end). Side) is slidably inserted into a pin insertion hole (second hole) formed in the first piston 17. Further, the protruding length of the first detent pin member 20 from the first clutch hub 13 (the protruding length on the other end side) is formed longer than the stroke length of the first piston 17. Further, a part of the first spring member 21 (biasing means) is accommodated in the cylinder of the first detent pin member 20.

  One end of the first spring member 21 is brought into contact with the bottom of the pin insertion hole of the first piston 17 and the other end thereof is brought into contact with the bottom of the cylinder of the first detent pin member 20. In other words, the first detent pin member 20 is constantly urged toward the pin insertion hole of the first clutch hub 13 by the first spring member 21.

  The clutch device 10 according to the present embodiment includes the first non-rotating pin member 20 and the first spring member 21 described above, so that the first clutch hub 13 and the first piston 17 are most separated from each other. Even when C1 is disconnected (when the stroke amount of the first piston 17 is substantially zero), one end of the first detent pin member 20 is held in the pin insertion hole of the first clutch hub 13, and the first detent pin member A part of the other end side 20 (a part longer than the stroke length of the first piston 17) is held in the pin insertion hole of the first piston 17. This reliably prevents the first detent pin member 20 from falling off.

  The second wet multi-plate clutch C2 includes a second clutch hub 33, a second clutch drum 35, an inner plate 34A, an outer plate 34B, a second piston 37, and a hydraulic oil chamber 39. The configuration is substantially the same as the one wet multi-plate clutch C1. Further, the second wet multi-plate clutch C2 includes a second detent pin member 40 and a second spring member 41, like the first wet multi-plate clutch C1. Each configuration of the second wet multi-plate clutch C2 has the same function as that of the first wet multi-plate clutch C1, and thus detailed description thereof is omitted. The second wet multi-plate clutch C2 is disconnected when the first wet multi-plate clutch C1 is engaged, and is engaged when the first wet multi-plate clutch C1 is disconnected.

  Next, the clutch control device 1 that controls the clutch device 10 will be described in detail.

  FIG. 2 is a schematic configuration diagram of a clutch control device according to an embodiment of the present invention. In FIG. 2, the configuration related to the control of the first wet multi-plate clutch C1 is mainly shown, and the configuration related to the control of the second wet multi-plate clutch C2 is a configuration related to the control of the first wet multi-plate clutch C1. Since this is the same configuration as in FIG.

  The clutch control device 1 includes an oil tank 60, a filter 61, an oil pump 62, a relief valve 63, a linear solenoid valve 64 as an example of an electromagnetic pressure adjusting valve, a switching valve 65, a relief valve 66, and an ECU 50. And have.

  The oil tank 60 stores hydraulic oil. The filter 61 removes impurities such as metal powder in the hydraulic oil supplied from the oil tank 60 to the oil pump 62. The oil pump 62 draws hydraulic oil from the oil tank 60 through the filter 61 through the pipe 70 and supplies it to the downstream pipe 71.

  The pipe 71 is branched into a pipe 72 and a pipe 73. A relief valve 63 is connected to the pipe 72. The relief valve 63 recirculates the hydraulic oil to the upstream side (pipe 70) when the pressure (hydraulic pressure) of the hydraulic oil in the pipe 72 becomes equal to or higher than an assumed pressure (original pressure).

  A linear solenoid valve 64 is connected to the downstream side of the pipe 73. The linear solenoid valve 64 adjusts the pressure of the hydraulic oil supplied to the downstream side according to the control current input by the ECU 50.

  A pipe 74 is connected to the downstream side of the linear solenoid valve 64. The pipe 74 is branched into a pipe 75 and a pipe 76. The pipes 74, 75, and 76 communicate with each other, and the hydraulic oil in the pipes 74, 75, and 76 acts to have the same pressure.

  The piping 75 is connected to the hydraulic oil chamber 19. A switching valve 65 is connected to the pipe 76. The switching valve 65 can switch whether the hydraulic oil in the pipe 76 flows to the downstream side (the pipe 77 side) (whether the downstream side is released) or not (whether the downstream side is closed). The switching of the release / closing of the path by the switching valve 65 is controlled by the ECU 50. The switching valve 65 is, for example, an on / off valve that is switched on / off. When the switch valve 65 is turned on, the operation oil flows into the pipe 77 side. When the switch valve 65 is off, the operation oil flows into the pipe 77 side.

  A relief valve 66 is connected to the pipe 77. The relief valve 66 is used when the pressure of the hydraulic oil on the piping 77 side exceeds the pressure (standby pressure) necessary for setting the interval between the inner plate 14A and the outer plate 14B to the interval immediately before contact by the piston 19. The hydraulic oil can be discharged to the oil tank 60. Therefore, when the pressure of the hydraulic oil on the pipe 77 side is higher than the standby pressure, the relief valve 66 acts to make the pressure on the pipe side 77 the standby pressure. Here, the standby pressure is determined according to the urging force of the return spring provided in the first piston 17. Note that the position at which the inner plate 14A and the outer plate 14B are spaced immediately before contacting each other is referred to as a standby position, and that the inner plate 14A and the outer plate 14B are in that position, the clutch is in the standby position. That is.

  The ECU 50 performs various controls such as the linear solenoid valve 64 and the switching valve 65, and includes a known CPU, ROM, RAM, input port, output port, and the like.

  The ECU 50 includes a hydraulic control unit 51 as an example of hydraulic control means and a shift control unit 52 as a part of functional elements. In the present embodiment, these functional elements are described as being included in the ECU 50, which is an integral piece of hardware. However, any one of these functional elements may be provided in separate hardware.

  The hydraulic control unit 51 executes a clutch control process for controlling the hydraulic pressure supplied to the hydraulic oil chambers 19 and 39 in order to control the operation of the clutch related to the shift. For example, the hydraulic control unit 51 controls the switching valve 65 so that the hydraulic fluid flows downstream until a predetermined state is reached in which contact between the inner plates 14A and 34A and the outer plates 14B and 34B is started. As the predetermined state, for example, a state where a new transmission path has been established through the gear of the shift destination gear stage connected to the output shafts 12A, 12B, that is, a gear stage constituting the new transmission path. There is a state where the gear-in to the other gear is performed. The detailed processing of the hydraulic control unit 51 will be described later.

  The shift control unit 52 acquires information from various sensors (not shown), determines a shift in the transmission T based on the information, and controls the shift shifter 53 to perform the determined shift. Specifically, for example, the shift control unit 52 specifies an appropriate shift stage based on the accelerator opening, the vehicle speed, and the like obtained from the sensor, and determines to shift if it is different from the current shift stage. .

  The shift shifter 53 moves a sleeve (not shown) connected to the shaft of the transmission T so as to rotate integrally with the shaft of the transmission T according to the control of the shift control unit 52 and meshes with the dog gear fixed to the gear of the shift source gear. Is solved, that is, gears out. Further, the shift shifter 53 moves a sleeve (not shown) that is connected to the shaft of the transmission T so as to be integrally rotatable, and meshes with a dog gear fixed to the gear of the shift destination gear stage, that is, gears in. As a result, a transmission path of the driving force to the output side is established.

  Next, the characteristics of the linear solenoid valve 64 will be described.

  FIG. 3 is a diagram for explaining the characteristics of the linear solenoid valve according to the embodiment of the present invention.

  The linear solenoid valve 64 basically determines the pressure of the hydraulic oil that is output according to the supplied control current. The linear solenoid valve 64 has a specification that when it is intended to be adjusted to a relatively low pressure, it cannot always be adjusted to a constant pressure even when a constant control current is applied. The nature is bad. That is, even if the pressure is adjusted to a relatively low pressure, the pressure may be adjusted lower than the desired pressure, or may be adjusted higher than the desired pressure.

  In the present embodiment, for example, the standby pressure belongs to such a poor controllability range. For this reason, when the hydraulic oil is supplied to the hydraulic oil chamber 19 as it is by adjusting the linear solenoid valve 64 so that it becomes the standby pressure, it becomes higher than the standby pressure, and the inner plate 14A and the outer side There is a possibility that the plate 14B comes into contact with the plate 14B, and the plate itself is worn out undesirably or adversely affects the speed change process.

  Next, clutch control processing by the clutch control device 1 will be described.

  FIG. 4 is a flowchart of a clutch control process according to an embodiment of the present invention. For example, the clutch control process is started at the same time as turning on the power of the vehicle (the key switch of the ignition switch is turned on) and is repeatedly executed.

  The hydraulic control unit 51 determines whether or not the shift by the shift control unit 52 has been started (step S11). As a result, when the shift is not started (step S11: NO), step S11 is executed again.

  On the other hand, when the shift is started (step S11: YES), the hydraulic control unit 51 targets the first wet multi-plate clutch C1 and the second wet multi-plate clutch C2 as the following processing steps ( Steps S12 to S21) are executed. In the following description, only the process targeting the first wet multi-plate clutch C1 will be described, but the same process is performed for the second wet multi-plate clutch C2.

  In step S12, the hydraulic control unit 51 determines that the gear of the shift destination gear stage is the clutch to be processed (target clutch: in this description, the first wet multi-plate clutch C1), that is, via the target clutch. Then, it is determined whether or not the gear transmits the driving force.

  As a result, when the gear of the shift destination gear is on the target clutch side (step S12: YES), the hydraulic control unit 51 determines whether or not the target clutch is engaged (step S13).

  If the target clutch is engaged (step S13: YES), the hydraulic control unit 51 starts control (clutch disengagement control) for disengaging the target clutch (step S14). Specifically, the hydraulic control unit 51 controls the linear solenoid valve 64 so as to reduce the pressure of the flowing hydraulic oil. In the present embodiment, by performing the subsequent steps, the pressure of the hydraulic oil output from the linear solenoid valve 64 is not transmitted to the hydraulic oil chamber 19 as it is, so that the hydraulic oil pressure is controlled to be equal to or higher than the standby pressure. May be. The shift control unit 52 causes the shift shifter 53 to execute a process of gearing out the gear of the shift source gear after the target clutch is disengaged, and then a process of gearing in the gear of the shift destination gear. Execute.

  On the other hand, when the target clutch is not in contact (step S13: NO), the hydraulic control unit 51 opens the linear solenoid valve 64 and starts control so that the pressure of the hydraulic fluid flowing out becomes equal to or higher than the standby pressure ( Step S15). At this time, the shift control unit 52 uses the shift shifter 53 to start gear-in to the shift destination gear.

  After executing step S14 or step S15, the hydraulic pressure control unit 51 performs control to switch the switching valve 65 so as to release the downstream path (step S16). As a result, when the pressure of the hydraulic oil on the pipe 76 side is higher than the standby pressure, the relief valve 77 discharges the hydraulic oil and acts so that the pressure on the pipe 76 side becomes the standby pressure. Therefore, even if the actual hydraulic oil pressure from the linear solenoid valve 64 is higher than the standby pressure, the hydraulic oil chamber 19 is supplied with the hydraulic oil at the standby pressure. Thereby, without making inner plate 14A and outer plate 14B contact, the space | interval of inner plate 14A and outer plate 14B can be made into the space | interval just before contacting, ie, a clutch can be made into a standby position. .

  Thereafter, the hydraulic pressure control unit 51 determines whether or not the gear-in to the shift speed of the shift destination by the shift control unit 52 is completed (step S17), and when the gear-in is not completed (step S17: NO). Step S17 is executed again.

  On the other hand, when the gear shift control unit 52 has completed the gear-in to the shift speed of the shift destination (step S17: YES), it means that the state in which the target clutch is in contact is in place, so The control part 51 performs control which switches the switching valve 65 so that the path | route to a downstream side may be closed (step S18). As a result, the hydraulic oil is supplied to the hydraulic oil chamber 19 with the pressure adjusted by the linear solenoid valve 64.

  Next, the hydraulic control unit 51 starts control (clutch engagement control) for engaging the target clutch (step S19), and thereafter ends the processing. Specifically, the hydraulic control unit 51 controls the linear solenoid valve 64 so that the pressure of the flowing hydraulic oil becomes the pressure that brings the target clutch into contact. As a result, the target clutch is brought into contact, and the driving force of the input shaft 11 is transmitted to the output side through the transmission path via the gear of the shift destination gear.

  Note that if the gear of the shift destination gear is not on the target clutch side (step S12: NO), the hydraulic control unit 51 determines whether or not the target clutch is engaged (step S20), and the target clutch is When it is in contact (step S20: YES), the hydraulic control unit 51 starts control (clutch disengagement control) for disengaging the target clutch (step S21), whereas when the target clutch is not in contact (step S21). In S20: NO), the process is terminated.

  Next, various states related to the clutch control device 1 at the time of shifting will be described. Here, an example will be described in which a shift is performed between shift speeds where a transmission path is formed via the same clutch (first wet multi-plate clutch C1 or second wet multi-plate clutch C2).

  FIG. 5 is a timing chart relating to the rotational speed, control current, switching valve state, hydraulic oil pressure (hydraulic pressure), and clutch state according to an embodiment of the present invention.

  FIG. 5A shows a timing chart of the rotational speeds of the engine and the output shaft (input shaft of the transmission T), and FIG. 5B shows the control current supplied to the linear solenoid valve 64. FIG. 5C shows a timing chart of the switching state of the switching valve 65, FIG. 5D shows a timing chart of the hydraulic pressure supplied to the hydraulic oil chamber 19, and FIG. ) Shows a timing chart showing the state of the clutch.

  First, the time change of the rotation speed of the engine E connected to the clutch device 10 and the rotation speed of the output shaft will be described.

  At the time T0 when the vehicle is traveling at a certain gear position, as shown in FIG. 5A, the rotational speed of the engine E and the rotational speed of the output shaft 12A coincide. Thereafter, as shown in time point T1, as the accelerator opening is increased, when the number of revolutions of the engine E increases, the shift control unit 52 determines that a shift to a higher shift stage is necessary. , Start shifting.

  At time T2, since the clutch is disengaged, the rotational speed of the output shaft 12A decreases. Thereafter, the gear shift control unit 52 performs gear-out of the shift source gear and executes gear-in to the shift destination gear. Then, at the time T4 when the gear-in to the speed change destination is completed, the clutch connection is started, and when the so-called half-clutch state is established, the rotational speed difference between the rotational speed of the engine E and the rotational speed of the output shaft 12A. Gradually decreases, and at the time T7, the rotational speed of the engine E coincides with the rotational speed of the output shaft 12A, and the clutch is engaged.

  Next, the control current supplied to the linear solenoid valve 64 will be described.

  When the shift by the shift control unit 52 is started at the time point T1, the hydraulic control unit 51 is hydraulic oil adjusted by the linear solenoid valve 64 to disengage the clutch as shown in FIG. In order to reduce the pressure, the control current is gradually reduced.

  Next, the hydraulic control unit 51 adjusts the pressure of the hydraulic oil adjusted by the linear solenoid valve 64 from the time T2 to the time T4 when the pressure of the hydraulic oil adjusted by the linear solenoid valve 64 is lowered to some extent. In consideration of the instability due to characteristics, the current is supplied so as to be equal to or higher than the standby pressure. Between time T2 and time T4, due to the characteristics of the linear solenoid valve 64, the hydraulic oil pressure that is actually adjusted may be considerably higher than the standby pressure.

  The hydraulic pressure control unit 51 gradually increases the pressure of the hydraulic oil supplied by the linear solenoid valve 64 in order to start the engagement of the clutch at the time T4 when the gear-in to the speed change destination is completed. Gradually increase the control current.

  Next, the hydraulic pressure control unit 51 adjusts the pressure of the hydraulic oil adjusted by the linear solenoid valve 64 at a time T6 when the rotational speed difference between the rotational speed of the engine E and the rotational speed of the output shaft 12A becomes equal to or less than a predetermined value. The current value of the control current is increased to a predetermined value so that the pressure becomes a constant pressure that keeps the clutch in contact.

  Next, the state of the switching valve 65 will be described.

  As shown in FIG. 5C, the hydraulic control unit 51 switches the switching valve 65 on at a time T <b> 2 when the pressure of the hydraulic oil adjusted by the linear solenoid valve 64 is lowered to some extent. As a result, the switching valve 65 is in a state where the path (pipe 77) to the relief valve 66 on the downstream side is released. Therefore, if the pressure of the hydraulic oil adjusted by the linear solenoid valve 64 is higher than the standby pressure, the hydraulic oil is discharged by the relief valve 66, so the pressure of the hydraulic oil supplied to the hydraulic oil chamber 19 is It becomes below the standby pressure. In the present embodiment, the pressure of the hydraulic oil adjusted by the linear solenoid valve 64 is controlled so as to be equal to or higher than the standby pressure even if the characteristics are taken into consideration, so the pressure of the hydraulic oil supplied to the hydraulic oil chamber 19 Is the standby pressure.

  Then, the hydraulic control unit 51 switches the switching valve 65 off at the time T4 when the gear-in to the shift destination gear is completed. As a result, the switching valve 65 is in a state of closing the downstream path. As a result, after time T4, the hydraulic oil adjusted by the linear solenoid valve 64 is supplied to the hydraulic oil chamber 19 with the same pressure.

  Next, the pressure of the hydraulic oil supplied to the hydraulic oil chamber 19 will be described.

  From time T0 to time T2, the switching valve 65 is in a state where the path to the relief valve 66 is closed, so that the hydraulic oil adjusted by the linear solenoid valve 64 remains at the hydraulic oil chamber with the same pressure. 19 is supplied.

  From the time T2 to the time T4 when the switching valve 65 is switched on, the pressure of the hydraulic oil is maintained at the standby pressure by the relief valve 66. In the embodiment, a standby pressure) hydraulic oil is supplied. For this reason, inner side plate 14A and outer side plate 14B do not contact. Furthermore, in this embodiment, since the hydraulic fluid supplied to the hydraulic fluid chamber 19 becomes a standby pressure, the interval between the inner plate 14A and the outer plate 14B can be set to the interval immediately before contacting. .

  Then, after the time point T4 when the switching valve 65 is switched off, the switching valve 65 is in a state where the path to the relief valve 66 is closed, so that the hydraulic oil adjusted by the linear solenoid valve 64 is closed. Is supplied to the hydraulic oil chamber 19 with the pressure as it is.

  Next, the state of the clutch will be described.

  Until the time point T1, hydraulic oil having a pressure for engaging the clutch is supplied to the hydraulic oil chamber 19 by the linear solenoid valve 64, so that the clutch is in contact.

  After the time point T1, the pressure of the hydraulic oil supplied by the linear solenoid valve 64 is gradually reduced, so that the clutch is in a half-clutch state.

  At time T2, the pressure of the hydraulic oil supplied to the hydraulic oil chamber 19 becomes the standby pressure, so that the clutch is disengaged. Between time T2 and time T4, the pressure of the hydraulic oil supplied to the hydraulic oil chamber 19 is maintained at the standby pressure, so that the distance between the inner plate 14A and the outer plate 14B of the clutch contacts with each other. The previous interval.

  After the time point T4, the pressure of the hydraulic oil supplied by the linear solenoid valve 64 is controlled to increase, and the path to the relief valve 66 is closed. The outer plate 14B starts to come into contact and enters a half-clutch state. Here, until the time T4, the interval between the inner plate 14A and the outer plate 14B of the clutch is the interval immediately before the contact, so that the inner side of the clutch can be reached in a relatively short time after the time T4. The plate 14A and the outer plate 14B can be brought into contact with each other.

  At time T7, there is no difference in rotational speed between the rotational speed of the engine E and the rotational speed of the output shaft 12A, and the clutch is engaged.

  Next, the effect of the clutch control device according to the present embodiment will be described in comparison with a comparative example.

  In the clutch control device according to the comparative example, the hydraulic oil whose pressure is always adjusted by the linear solenoid valve is always supplied to the hydraulic oil chamber at the same pressure. For this reason, after time T2 when it is necessary to adjust to a relatively low pressure, as shown in FIG. 5B, the pressure adjusted to the linear solenoid valve is adjusted to a pressure that does not reliably contact the clutch. The current value must be supplied. Therefore, until the time T4 when the gear-in is completed, only hydraulic oil having a lower pressure can be supplied to the hydraulic oil chamber as compared with the example of the embodiment.

  As a result, after the time T4 when the gear-in is completed, the pressure of the hydraulic fluid supplied by the linear solenoid valve must be increased, and only when a certain amount of time has elapsed from the time T4, the time T5 has passed. The interval between the inner plate and the outer plate of the clutch is the interval immediately before they contact. If control is to be performed so that the standby position is reached at an early stage, the pressure of the hydraulic oil supplied by the linear solenoid valve needs to be higher, so in some cases, the inner plate and the outer plate 14 of the clutch may be connected to each other. There is a risk of contact.

  Then, after the time T5 has elapsed, the clutch inner plate and the outer plate 14 are brought into contact with each other to be in a half-clutch state. Therefore, as shown in FIG. The difference in rotational speed from the rotational speed of the shaft 12A disappears and the clutch is engaged at a time later than the time T7.

  On the other hand, according to the clutch control device according to an example of the embodiment, the clutch can be brought into the standby position by time T4, and thereafter, the clutch can be brought into contact early.

  In addition, this invention is not limited to the above-mentioned embodiment, In the range which does not deviate from the meaning of this invention, it can change suitably and can implement.

  For example, in the above-described embodiment, an example of a dual clutch device having two clutches has been described. However, the present invention is not limited to this and can be applied to a clutch device having one clutch. For example, the clutch control process in such a clutch device may be obtained by deleting the processes of steps S12, S13, S15, S20, and S21 in the process of FIG.

  Further, in the above-described embodiment, the hydraulic pressure control unit 51 switches the relief valve 66 to the relief valve 66 by the switching valve 65 so that the hydraulic pressure in the pipes 74, 75, and 76 is reduced to the standby pressure or less by the relief valve 66 from the time of disengaging the clutch. However, the present invention is not limited to this, and the path may be released by the switching valve 65 at a time later than the time when the clutch is disengaged. Any time can be used as long as the clutch can be brought into the standby position before completion.

  In the above-described embodiment, the clutch that is not used for transmitting the driving force and is in charge of connecting / disconnecting the driving force in the transmission path of the shift destination gear stage, after actually detecting the start of the shift, However, the present invention is not limited to this. For example, for a clutch that is not used for transmitting the driving force, a transmission path that is responsible for connecting / disconnecting the driving force is configured. The clutch may be controlled to be in the standby position after detecting that there is a high possibility that the shift to the next gear position will be performed. In this way, it is possible to quickly switch the transmission destination of the driving force from the input shaft from one clutch to the other clutch.

DESCRIPTION OF SYMBOLS 1 Clutch control apparatus 10 Clutch apparatus 11 Input shaft 12A, 12B Output shaft 13,33 Clutch hub 14A, 34A Inner plate 14B, 34B Outer plate 15, 35 Clutch drum 17, 37 Piston 19, 39 Hydraulic oil chamber 50 ECU
51 Hydraulic Control Unit 64 Linear Solenoid Valve 65 Switching Valve 66 Relief Valve

Claims (6)

A first clutch plate connected to a member rotatable integrally with the input shaft, a second plate connected to a member rotatable integrally with the output shaft so as to face the first clutch plate, and adjacent hydraulic oil A clutch control device for controlling a clutch device having a piston capable of adjusting an interval between the first clutch plate and the second clutch plate according to a pressure of hydraulic oil supplied to the chamber;
An electromagnetic pressure regulating valve disposed upstream of the hydraulic oil chamber and capable of adjusting the pressure of the hydraulic oil;
A switching valve that is arranged in a second path branched from the first path from the electromagnetic pressure regulating valve to the hydraulic oil chamber, and capable of switching whether or not hydraulic oil flows out to the downstream side;
The pressure of the hydraulic fluid that is arranged downstream of the switching valve and flows out of the switching valve is set to the interval immediately before the contact between the first clutch plate and the second clutch plate by the piston. A relief valve for discharging the hydraulic oil when the pressure is higher than a standby pressure that is necessary for
A clutch control device. The clutch control device according to claim 1, further comprising hydraulic control means for controlling the pressure of the hydraulic oil adjusted by the electromagnetic pressure adjusting valve and switching by the switching valve. The hydraulic pressure control unit controls the switching valve to flow hydraulic oil downstream until a predetermined state is reached in which contact between the first clutch plate and the second clutch plate is started. The clutch control device according to claim 2. The clutch control device according to claim 3, wherein the predetermined state is a state in which a new transmission path is established through a gear of a shift destination gear on the output side of the output shaft. The said hydraulic pressure control means adjusts the output by the said electromagnetic pressure control valve so that it may become the pressure more than the said standby pressure, when the said switching valve is controlled so that hydraulic fluid may flow downstream. 4. The clutch control device according to 4. The clutch control according to any one of claims 3 to 5, wherein the hydraulic control means controls the switching valve so that the hydraulic oil does not flow downstream when the predetermined state is reached. apparatus.

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