JP4577073B2 - Control device for multiple clutch transmission - Google Patents

Description

  The present invention relates to a transmission control device configured to execute a shift of a transmission by switching engagement / release of a plurality of clutches.

  When creep torque is generated by controlling the transmission, it is conceivable to generate creep torque by setting the clutch constituting the transmission in a half-engaged state. When creep torque is generated when the clutch is half-engaged, the temperature is obtained from the slip of the clutch in order to suppress an increase in the clutch temperature and prevent a decrease in durability. It is conceivable to determine the maximum torque capacity of the clutch. Patent Document 1 discloses a control device for a torque transmission system configured to determine a maximum creep torque that can be transmitted according to the temperature of such a clutch.

  Patent Document 2 describes a powertrain control device configured to increase the torque of an engine at the time of upshifting in order to suppress a drop in torque at the time of upshifting.

Furthermore, Patent Document 3 describes a shift control device for an automatic transmission configured to reduce engine torque at the time of downshifting in order to suppress an excessive increase in acceleration at the time of downshifting. Yes.
JP-A-10-325423 JP-A-5-86918 Japanese Patent Laid-Open No. 5-147458

  According to the control device of Patent Document 1, since the maximum creep torque that can be transmitted is determined according to the temperature of the clutch, an increase in the temperature of the clutch can be suppressed and durability can be improved.

However, in the invention of Patent Document 1, if the creep state of the vehicle, that is, the half-engaged state of the clutch continues for a long time, the temperature of the clutch may increase excessively. In such a case, the allowable temperature range of the clutch is exceeded. Since there is a possibility, it is necessary to end the half-engagement state of the clutch. Therefore, the creep torque may not be continuously generated .

  The present invention has been made to solve the above technical problem, and an object thereof is to suppress a decrease in durability of the clutch while suppressing a variation in creep torque.

In order to achieve the above object, the present invention is characterized in that the half-engaged state of the clutch is switched every predetermined time. More specifically, the invention according to claim 1 is provided with a plurality of power transmission clutches for selectively transmitting torque output from the power source to the transmission, the power transmission clutches corresponding to the power transmission clutches, and the power of the clutches. a tooth wheel pair meshing plurality of constantly transmitting the torque to the transmission output shaft from the transmission clutch, and with is provided for each their gear pair state their gear pair capable of transmitting torque to the output shaft In a control apparatus for a multi-clutch transmission that includes a plurality of other clutches that selectively switch to a state in which torque cannot be transmitted and set a predetermined gear position , determine the durability of each of the power transmission clutches power and durability determination means, the durability by the durability determination means to release the Niso both the to release one of the power transmission clutch is determined to be reduced to One of the gear pairs to Itaruyo clutch being connected is freed from the torque transmittable state by the other clutch is provided corresponding to the gear pair, and engaging the other power transmission clutch predetermined shift switch to the other torque transmittable state by the other clutch the other gear pair is connected to the power transmission clutch is provided corresponding to said other gear pair with is And a shift speed changing means for changing to a gear.

  According to a second aspect of the present invention, in the first aspect, the shift speed changing unit performs the shift control when the durability determining unit predicts a decrease in durability of the power transmission clutch. It is the control device characterized.

  According to a third aspect of the present invention, in the second aspect of the present invention, the control device for the multiple clutch transmission includes a clutch input shaft and a clutch of the power transmission clutch by bringing the power transmission clutch into a half-engaged state. The control device further comprises slip generation means for generating differential rotation with the output shaft, and the durability determination is determined by the slip generation means.

  Further, the invention of claim 4 is that in claim 3, the durability determining means predicts a decrease in durability of the power transmission clutch when the differential rotation occurs for a predetermined time. It is the control device characterized.

  According to a fifth aspect of the present invention, in the second aspect, the durability determining means predicts a decrease in durability of the power transmission clutch when the temperature of the power transmission clutch is equal to or higher than a predetermined value. This is a control device characterized by that.

  According to a sixth aspect of the present invention, in the first aspect, the shift speed changing unit performs the shift control when the durability determining unit determines that the durability of the power transmission clutch has decreased. This is a control device characterized by that.

  Further, the invention of claim 7 is the control device for the multiple clutch transmission according to claim 6, wherein the control device for the multi-clutch transmission puts the power transmission clutch in a half-engaged state so that the clutch input shaft of the power transmission clutch and the clutch The control device further comprises slip generation means for generating differential rotation with the output shaft, and the durability determination is determined by the slip generation means.

  Further, the invention of claim 8 is the invention according to claim 7, wherein the durability judging means judges that the durability of the power transmission clutch is lowered when the differential rotation is continuously generated for a predetermined time. Is a control device characterized by

  Furthermore, in the invention of claim 9, in claim 6, the durability judging means judges that the durability of the power transmission clutch has decreased when the temperature of the power clutch is equal to or higher than a predetermined value. This is a control device characterized by that.

  According to a tenth aspect of the present invention, in any one of the first to ninth aspects, the shift speed continuation determining means for determining whether or not the current shift speed has continued for a predetermined time, and the shift speed changing means include the shift speed changing means. The control device is characterized in that the shift control is performed when it is determined by the step continuation determining means that the current shift step continues for a predetermined time.

  According to an eleventh aspect of the present invention, in any one of the first to tenth aspects, the shift control is an upshift when the shift speed at the start of the shift control is the shift speed with the largest gear ratio. The control device is characterized in that downshifting is performed when the shift speed at the start of the shift control is a shift speed other than the shift speed with the largest speed ratio.

Further, the invention of claim 12, in any one of claims 1 to 11, when the shift control start, when the contents of the shift control is upshifting, along with increasing the torque of the prime mover, before Symbol When the content of the shift control is a downshift, the torque of the prime mover is reduced.

  According to the first aspect of the present invention, the shift control is performed when the durability of the power transmission clutch decreases or when a decrease is predicted. Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  According to the invention of claim 2, when it is predicted that the durability of the power transmission clutch is lowered, the shift control is performed. Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  According to the third aspect of the present invention, when slip is generated by setting the power transmission clutch in the half-engaged state, durability is predicted, and shift control is performed based on the prediction result. Is done. Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  According to the invention of claim 4, when the differential rotation state of the power transmission clutch, that is, the slip state is continuously generated for a predetermined time, it is predicted that the durability of the power transmission clutch is lowered. Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  According to the invention of claim 5, when it is determined that the temperature of the power transmission clutch is equal to or higher than a predetermined value, it is predicted that the durability of the power transmission clutch is lowered. Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  According to the sixth aspect of the present invention, the shift control is performed when it is determined that the durability of the clutch is lowered. Therefore, it is possible to prevent slipping for a long time with the same clutch, and to suppress a decrease in durability of the clutch.

  According to the seventh aspect of the present invention, when slip is generated by setting the power transmission clutch in the half-engaged state, the durability is determined, and the shift control is performed based on the determination result. Is done. Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  Furthermore, according to the invention of claim 8, when the differential rotation state of the power transmission clutch, that is, the slip state is continuously generated for a predetermined time, it is determined that the durability of the power transmission clutch is lowered. The Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  According to the ninth aspect of the present invention, when it is determined that the temperature of the power transmission clutch is equal to or higher than a predetermined value, it is determined that the durability of the power transmission clutch is reduced. Therefore, a further decrease in durability of the power transmission clutch can be suppressed.

  According to the tenth aspect of the present invention, when the current gear stage continues for a predetermined time, the gear change is performed. Therefore, it is possible to prevent slipping for a long time with the same clutch, and to suppress a decrease in durability of the clutch.

  According to the eleventh aspect of the present invention, when the current gear stage is the gear stage having the largest gear ratio, an upshift is performed, and if the gear stage is other than the gear stage having the largest gear ratio, A downshift is performed. Therefore, it is possible to prevent slipping for a long time with the same clutch, and to suppress a decrease in durability of the clutch.

  According to the invention of claim 12, if the shift control is an upshift, the torque of the prime mover is increased, and if the shift control is a downshift, the torque of the prime mover is decreased. As a result, the increase / decrease in torque associated with the shift is corrected, so that the variation in creep torque associated with the shift can be suppressed.

  Next, the present invention will be described based on specific examples. FIG. 2 schematically shows an example of a drive train and a control system of a vehicle Ve according to an embodiment of the present invention. First, the vehicle Ve is provided with an engine 1 as a driving force source, and a transmission 3 is provided in a power transmission path formed between the engine 1 and the wheels 2. The transmission 3 has a first clutch output shaft 4, a second clutch output shaft 5, a first transmission output shaft 6, and a second transmission output shaft 7. The second clutch output shaft 5 is formed in a cylindrical shape, and the first clutch output shaft 4 is disposed inside the second clutch output shaft 5. Further, the first clutch output shaft 4 and the second clutch output shaft 5 are arranged coaxially, and the first clutch output shaft 4 and the second clutch output shaft 5 are configured to be relatively rotatable. Further, a first transmission output shaft 6 is disposed in parallel to the first clutch output shaft 4 and the second clutch output shaft 5, and the first transmission output shaft 6 and the second transmission output shaft 7 are arranged. Are arranged in parallel.

  Further, the transmission 3 has a first speed gear pair 8 to a sixth speed gear pair 13 in order to set the forward gear. First, the first speed gear pair 8 includes a first speed drive gear 14 and a first speed driven gear 15 meshed with the first speed drive gear 14. The first speed drive gear 14 is provided on the first clutch output shaft 4, and the first speed drive gear 14 and the first clutch output shaft 4 are configured to rotate integrally. On the other hand, the 1st speed driven gear 15 is provided in the 1st transmission output shaft 6, and the 1st speed driven gear 15 and the 1st transmission output shaft 6 are comprised so that relative rotation is possible. .

Next, the second speed gear pair 9 includes a second speed drive gear 16 is constituted by a second speed driven gear 17 that meshes if the second speed drive gear 16. The 2nd speed drive gear 16 is provided in the 2nd clutch output shaft 5, and the 2nd speed drive gear 16 and the 2nd clutch output shaft 5 are comprised so that it may rotate integrally. On the other hand, the 2nd speed driven gear 17 is provided in the 1st transmission output shaft 6, and the 2nd speed driven gear 17 and the 1st transmission output shaft 6 are comprised so that relative rotation is possible. .

The third speed gear pair 10 is constituted by a third speed drive gear 18, a third speed driven gear 19 that meshes if the third speed drive gear 18. The 3rd speed drive gear 18 is provided in the 1st clutch output shaft 4, and it is comprised so that the 3rd speed drive gear 18 and the 1st clutch output shaft 4 can be rotated relatively. In contrast, the third speed driven gear 19 is provided on the first transmission output shaft 6, and the third speed driven gear 19 and the first transmission output shaft 6 are configured to rotate integrally.

Further, the fourth-speed gear pair 11 includes a fourth speed drive gear 20 is constituted by a fourth speed driven gear 21 that meshes if the fourth speed drive gear 20. The fourth speed drive gear 20 is provided on the second clutch output shaft 5, and is configured such that the fourth speed drive gear 20 and the second clutch output shaft 5 can be rotated relative to each other. On the other hand, the 4th speed driven gear 21 is provided in the 1st transmission output shaft 6, and it is comprised so that the 4th speed driven gear 21 and the 1st transmission output shaft 6 may rotate integrally.

Further, fifth-speed gear pair 12 includes a fifth speed drive gear 22, a fifth speed driven gear 23 that meshes engagement with the fifth speed drive gear 22. The fifth speed drive gear 22 is provided on the first clutch output shaft 4, and is configured such that the fifth speed drive gear 22 and the first clutch output shaft 4 can rotate relative to each other. In contrast, the fifth speed driven gear 23 is provided on the first transmission output shaft 6, and the fifth speed driven gear 23 and the first transmission output shaft 6 are configured to rotate integrally.

Moreover, sixth-speed gear pair 13 includes a sixth speed drive gear 24, a sixth speed driven gear 25 that meshes if the sixth speed drive gear 24. The sixth speed drive gear 24 is provided on the second clutch output shaft 5 and is configured such that the sixth speed drive gear 24 and the second clutch output shaft 5 can be rotated relative to each other. In contrast, the sixth speed driven gear 25 is provided on the first transmission output shaft 6, and the sixth speed driven gear 25 and the first transmission output shaft 6 are configured to rotate integrally.

Further, the transmission 3 has a reverse gear pair 26 for setting the reverse gear. Reverse gear pair 26 includes a reverse drive gear 27 and reverse driven gear 28, a the advance idler gear 29 after the meshing engagement in the reverse drive gear 28 and the reverse driven gear 28. The reverse drive gear 27 is provided on the second clutch output shaft 5, and the reverse drive gear 27 and the second clutch output shaft 5 are configured to rotate integrally. On the other hand, the reverse driven gear 28 is provided on the first transmission output shaft 6, and the reverse driven gear 28 and the first transmission output shaft 6 are configured to be relatively rotatable.

  A plurality of shift clutches are provided corresponding to each shift gear pair. This speed change clutch is a device that controls the power transmission state between each gear constituting the speed change gear pair and each shaft. In this embodiment, a case where a synchronizer (synchromesh mechanism) is used as a shifting clutch will be described. First, the first clutch 30 corresponding to the first speed gear pair 8 is provided on the first transmission output shaft 6. The first clutch 30 rotates integrally with the first transmission output shaft 6 and can operate in the axial direction of the first transmission output shaft 6, and the outer gear 32 rotates integrally with the first speed driven gear 15. And a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 31 and that can operate in the axial direction together with the sleeve 31. The sleeve 31 is formed with an inner gear (not shown), and the outer gear 32 and the inner gear of the sleeve 31 are engaged and released when the sleeve 31 moves in the axial direction. Has been. When the outer gear 32 and the inner gear of the sleeve 31 are engaged, the first speed gear pair 8 is passed between the first clutch output shaft 4 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the sleeve 31 is moved to the neutral position in the axial direction and the inner gear and the outer gear 32 of the sleeve 31 are released, the first clutch output shaft 4 and the first transmission output shaft 6 are released. It is impossible to transmit power via the first speed gear pair 8.

  A second clutch 33 corresponding to the second speed gear pair 9 is provided on the first transmission output shaft 6. The second clutch 33 rotates integrally with the first transmission output shaft 6 and is operable in the axial direction of the first transmission output shaft 6. The outer gear 35 rotates integrally with the second speed driven gear 17. And a synchronizer ring (not shown) and a synchronizer key (not shown) that rotate integrally with the sleeve 34 and are operable in the axial direction together with the sleeve 34. The sleeve 34 is formed with an inner gear (not shown), and the outer gear 35 and the inner gear are engaged and released when the sleeve 34 moves in the axial direction. When the outer gear 35 and the inner gear of the sleeve 34 are engaged, the second speed gear pair 9 is passed between the second clutch output shaft 5 and the first transmission output shaft 6. Power transmission can be performed. On the other hand, when the outer gear 35 and the inner gear of the sleeve 34 are released, the second gear pair 9 is connected between the second clutch output shaft 5 and the first transmission output shaft 6. It is impossible to transmit power via the route.

The second clutch 33 also has a function as a clutch corresponding to the reverse gear pair 26. That is, an outer gear 36 that rotates integrally with the reverse driven gear 28 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 36 is provided. The sleeve 34 moves in the axial direction so that the outer gear 36 and the inner gear of the sleeve 34 are engaged and released. When the outer gear 36 and the inner gear of the sleeve 34 are engaged, power is transmitted between the second clutch output shaft 5 and the first transmission output shaft 6 via the reverse gear pair 26. It becomes possible to do. On the other hand, when the outer gear 36 and the inner gear of the sleeve 34 are released, the reverse gear pair 26 is passed between the second clutch output shaft 5 and the first transmission output shaft 6. It becomes impossible to perform power transmission. When the sleeve 34 is moved to the neutral position in the axial direction, the inner gear of the sleeve 34 can be released from the two outer gears 35 and 36, but the inner gear of the sleeve 34 is disengaged from the neutral position. in the axial direction of Izu Re or cases in the positions, the inner gear of the sleeve 34 meshes with only one of the two outer gears 35 and 36.

  A third clutch 37 corresponding to the third speed gear pair 10 is provided on the first clutch output shaft 4. The third clutch 37 rotates integrally with the first clutch output shaft 4 and is operable in the axial direction of the first clutch output shaft 4, and an outer gear 39 that rotates integrally with the third speed drive gear 18. , And a synchronizer ring (not shown) and a synchronizer key (not shown) which rotate integrally with the sleeve 38 and which can operate in the axial direction together with the sleeve 38. The sleeve 38 is formed with an inner gear (not shown), and the sleeve 38 moves in the axial direction so that the outer gear 39 and the inner gear of the sleeve 38 are engaged and released. ing. When the outer gear 38 and the inner gear of the sleeve 38 are engaged, power is transmitted between the first clutch output shaft 4 and the first transmission output shaft 6 via the third speed gear pair 10. Communication can be performed. On the other hand, when the outer gear 39 and the inner gear of the sleeve 38 are released, the third speed gear pair 10 is routed between the first clutch output shaft 4 and the first transmission output shaft 6. It is impossible to transmit power.

The third clutch 37 also has a function as a clutch corresponding to the fifth speed gear pair 12. That is, an outer gear 40 that rotates integrally with the fifth speed drive gear 22 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 40 is provided. The sleeve 38 moves in the axial direction, so that the outer gear 40 and the inner gear of the sleeve 38 are engaged / released. When the outer gear 40 and the inner gear of the sleeve 38 are engaged, the power is transmitted between the first clutch output shaft 4 and the first transmission output shaft 6 via the fifth speed gear pair 12. Communication can be performed. On the other hand, when the outer gear 40 and the inner gear of the sleeve 38 are released, the fifth speed gear pair 12 is routed between the first clutch output shaft 4 and the first transmission output shaft 6. It is impossible to transmit power. If the sleeve 38 is moved to the neutral position in the axial direction, the inner gear of the sleeve 38 can be released from the two outer gears 39 and 40, but the inner gear of the sleeve 38 is disengaged from the neutral position. in the axial direction of Izu Re or cases in the positions, the inner gear of the sleeve 34 meshes with only one of the two outer gears 39 and 40.

  A fourth clutch 41 corresponding to the fourth speed gear pair 11 is provided on the second clutch output shaft 5. The fourth clutch 41 rotates integrally with the second clutch output shaft 5 and can operate in the axial direction of the second clutch output shaft 5, and the outer gear 43 rotates integrally with the fourth speed drive gear 20. , And a synchronizer ring (not shown) and a synchronizer key (not shown) which rotate integrally with the sleeve 42 and which can operate in the axial direction together with the sleeve 42. The sleeve 42 is formed with an inner gear (not shown), and the sleeve 42 moves in the axial direction so that the outer gear 43 and the inner gear of the sleeve 42 are engaged and released. ing. When the outer gear 43 and the inner gear of the sleeve are engaged, power is transmitted between the second clutch output shaft 5 and the first transmission output shaft 6 via the fourth speed gear pair 11. Can be performed. On the other hand, when the outer gear 43 and the inner gear of the sleeve 42 are released, the fourth speed gear pair 11 is routed between the second clutch output shaft 5 and the first transmission output shaft 6. It is impossible to transmit power.

The fourth clutch 41 also has a function as a clutch corresponding to the sixth speed gear pair 13. That is, an outer gear 44 that rotates integrally with the sixth speed drive gear 24 is provided, and a synchronizer ring (not shown) corresponding to the outer gear 44 is provided. The sleeve 42 moves in the axial direction so that the outer gear 44 and the inner gear of the sleeve 42 are engaged and released. When the outer gear 44 and the inner gear of the sleeve 42 are engaged, power is transmitted between the second clutch output shaft 5 and the first transmission output shaft 6 via the sixth speed gear pair 13. Communication can be performed. On the other hand, when the outer gear 44 and the inner gear of the sleeve 42 are released, the sixth speed gear pair 13 is routed between the second clutch output shaft 5 and the first transmission output shaft 6. It is impossible to transmit power. If the sleeve 42 is moved to the neutral position in the axial direction, the inner gear of the sleeve 42 can be released from the two outer gears 43 and 44, but the inner gear of the sleeve 42 is disengaged from the neutral position. in the axial direction of Izu Re or cases in the positions, the inner gear of the sleeve 34 meshes with only one of the two outer gears 43 and 44.

  On the other hand, a drive gear 45 that rotates integrally with the first transmission output shaft 6 and a driven gear 46 that rotates integrally with the second transmission output shaft 7 are engaged with each other. Further, the transmission 3 has an input shaft 47 connected to the engine 1. The first switching clutch C1 that controls the power transmission state between the first clutch output shaft 4 and the input shaft 47, and the first switching clutch C1 that controls the power transmission state between the second clutch output shaft 5 and the input shaft 47. A two-switching clutch C2 is provided. As the first switching clutch C1 and the second switching clutch C2, for example, a friction clutch, more specifically, a wet clutch can be used. That is, the plates and the disks constituting the first switching clutch C1 and the second switching clutch C2 are lubricated and cooled by the lubricating oil. The first switching clutch C1 and the second switching clutch C2 are so-called twin clutches configured to be able to control the engagement pressure or torque capacity separately.

  On the other hand, the engine 1 includes an internal combustion engine and an external combustion engine. In this embodiment, a case where an internal combustion engine is used will be described. As the internal combustion engine, for example, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, or the like can be used. In this embodiment, a case where a gasoline engine is used as the engine 1 will be described. The engine 1 is a known engine having an electronic throttle valve, a fuel injection amount control device, an ignition timing control device, and the like. Further, the vehicle Ve is provided with a brake device (not shown). This brake device is constituted by a brake pedal operated by an occupant, a wheel cylinder provided on the wheel 2, and the like. Then, the hydraulic pressure of the wheel cylinder is controlled according to the operation of the brake pedal, and the braking force for the wheel 2 is adjusted.

Next, the control system of the vehicle Ve will be described. An actuator capable of separately controlling the first switching clutch C1, the second switching clutch C2, and the first clutch 30 to the fourth clutch 41 is provided. . In this embodiment, a hydraulic actuator 48 is used as the actuator. That is, the first switching clutch C1, the second switching clutch C2, and the first clutch 30 to the fourth clutch 41 are all hydraulically controlled clutches, and hydraulic chambers (not shown) are formed corresponding to the clutches. In addition, the hydraulic pressure in each hydraulic chamber is controlled by a hydraulic actuator 48. That is, the engagement pressures of the first switching clutch C 1, the second switching clutch C 2, and the first clutch 30 to the fourth clutch 41 are controlled by the hydraulic actuator 48. The hydraulic actuator 48 has a known structure including a hydraulic circuit and a solenoid valve.

  An overall electronic control device 49 that controls the entire vehicle Ve is provided, and an engine electronic control device 50 that controls the engine 1 is provided. Further, a shift operation device 51 that is operated by a passenger to control the transmission 3 is provided, and a shift state display device 52 that displays a shift state in the transmission 3 is provided. The shift operation device 51 may have either a structure in which the occupant operates with hands or a structure in which the occupants operate with feet. By operating the shift operation device 51, the forward gear (drive position), the reverse gear (reverse position), the neutral position, the parking position, and the like can be selectively switched. Further, the shift state display device 52 is configured to output the shift state of the transmission 3 by at least one display system such as lamp lighting, sound display, display display, and the like. An oil temperature sensor 520 that detects the temperature of the lubricating oil and the hydraulic oil of the hydraulic actuator 48 and a sleeve position sensor 53 that detects the position of the sleeve in the axial direction of each clutch are provided.

Signals from various sensors and switches are input to the engine electronic control unit 50. The engine electronic control unit, for example, engine Rotation speed, intake air quantity, intake air temperature, an accelerator opening, the throttle opening, cooling water temperature, a signal such as an engine blow-protect switch 54 is inputted. The engine blow-in prohibition switch 54 can be provided in the shift operation device 51 or in an instrument panel or the like separately from the shift operation device 51. The engine electronic control device 50 outputs a signal for controlling the opening of the electronic throttle valve, the intake air amount, the ignition timing, the fuel injection amount, and the like of the engine 1.

  Signals from various sensors and switches are input to the integrated electronic control unit 49. The integrated electronic control unit 49 includes, for example, a rotation speed sensor 55 for the first clutch output shaft 4, a rotation speed sensor 56 for the second clutch output shaft 5, a rotation speed sensor 57 for the second transmission output shaft 7, a lubricating oil, Clutch temperature sensor 58 that detects the temperature of the hydraulic oil, the temperature of the engagement surfaces of the switching clutches C1 and C2, the operating state of the brake pedal, the road condition obtained by the navigation system, the operating state of the shift operating device 51, the road gradient sensor, A signal from an acceleration sensor or the like is input. From the general electronic control unit 49, a signal for controlling the hydraulic actuator 48, a signal for controlling the shift state display unit 52, and the like are output. Signals are exchanged between the engine electronic control device 50 and the general electronic control device 49. In this embodiment, the rotational speeds of the various rotating members are parameters equivalent to the rotational speeds of the various rotating members.

Next, control of the transmission 3 will be described. When setting the first forward speed with the transmission 3, the sleeve of the first clutch 30 engages the inner gear and the outer gear 32 of the sleeve of the first clutch 30, and the first switching is performed. The clutch C1 is engaged , the sleeves of the second clutch 33 to the fourth clutch 41 are all controlled to the neutral position, and the second switching clutch C2 is released. Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the first switching clutch C1 and the first speed gear pair 8, The gear ratio between the input shaft 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the first speed drive gear 14 and the first speed driven gear 15 constituting the first speed gear pair 8. It becomes. That is, the first speed is set as the gear position of the transmission 3.

When the transmission 3 is set to the second forward speed, the inner gear of the sleeve 34 and the outer gear 35 are engaged by the operation of the sleeve 34 of the second clutch 33 and the second switching clutch. C2 is engaged , the sleeves of the first clutch 30, the third clutch 37, and the fourth clutch 41 are all controlled to the neutral position, and the first switching clutch C1 is released. Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the second switching clutch C2 and the second speed gear pair 9, The gear ratio between the input shaft 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the second speed drive gear 16 and the second speed driven gear 17 constituting the second speed gear pair 9. It becomes. That is, the second speed is set as the gear position of the transmission 3.

When the transmission 3 is set at the third forward speed, the operation of the sleeve 38 of the third clutch 37 causes the inner gear and the outer gear 39 of the sleeve 38 to be engaged, and the first switching clutch. C1 is engaged , the sleeves of the first clutch 30, the second clutch 33, and the fourth clutch 41 are all controlled to the neutral position, and the second switching clutch C2 is released. Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the first switching clutch C1 and the third speed gear pair 10, The gear ratio between the input shaft 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the third speed drive gear 18 and the third speed driven gear 19 constituting the third speed gear pair 10. It becomes. That is, the third speed is set as the gear position of the transmission 3.

Furthermore, when setting the fourth forward speed with the transmission 3, the operation of the sleeve 42 of the fourth clutch 41 causes the inner gear and the outer gear 43 of the sleeve 42 to be engaged, and the second switching clutch. C2 is engaged , the sleeves of the first clutch 30, the second clutch 33, and the third clutch 37 are all controlled to the neutral position, and the first switching clutch C1 is released. Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the second switching clutch C2 and the fourth speed gear pair 11, The gear ratio between the input shaft 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the fourth speed drive gear 20 and the fourth speed driven gear 21 constituting the fourth speed gear pair 11. It becomes. That is, the fourth speed is set as the gear position of the transmission 3.

Furthermore, when setting the fifth forward speed with the transmission 3, the operation of the sleeve 38 of the third clutch 37 causes the inner gear of the sleeve 38 and the outer gear 40 to be engaged, and the first switching clutch. C1 is engaged , the sleeves of the first clutch 30, the second clutch 33, and the fourth clutch 41 are all controlled to the neutral position, and the second switching clutch C2 is released. Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the first switching clutch C1 and the fifth speed gear pair 12, The gear ratio between the input shaft 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the fifth speed drive gear 22 and the fifth speed driven gear 23 constituting the fifth speed gear pair 12. It becomes. That is, the fifth speed is set as the gear position of the transmission 3.

Further, when setting the sixth forward speed in the transmission 3, the inner gear of the sleeve 42 and the outer gear 44 are engaged by the operation of the sleeve 42 of the fourth clutch 41, and the second switching clutch. C2 is engaged , the sleeves of the first clutch 30, the second clutch 33, and the third clutch 37 are all controlled to the neutral position, and the first switching clutch C1 is released. Such control makes it possible to transmit power between the input shaft 47 and the second transmission output shaft 7 via the second switching clutch C2 and the sixth speed gear pair 13, and The gear ratio between the input shaft 47 and the second transmission output shaft 7 is a value corresponding to the gear ratio between the sixth speed drive gear 24 and the sixth speed driven gear 25 constituting the sixth speed gear pair 13. It becomes. That is, the sixth speed is set as the gear position of the transmission 3. Thus, the transmission 3 can selectively switch from the first speed to the sixth speed in the forward gear. That is, the transmission 3 is a stepped transmission that can switch the gear ratio stepwise or discontinuously.

On the other hand, when the reverse gear (reverse position) is selected by operating the shift operation device 51, the inner gear of the sleeve 34 and the outer gear 36 are engaged by the operation of the sleeve 34 of the second clutch 33. The second switching clutch C2 is engaged , the sleeves of the first clutch 30, the third clutch 37, and the fourth clutch 41 are all controlled to the neutral position, and the first switching clutch C1 is released. With such control, power can be transmitted between the input shaft 47 and the second transmission output shaft 7 via the second switching clutch C2 and the reverse gear pair 26, and the input shaft The gear ratio between the second transmission output shaft 7 and the second transmission output shaft 7 is a value corresponding to the gear ratio of the reverse drive gear 27, the idler gear 29 and the reverse driven gear 28 constituting the reverse gear pair 26. That is, the reverse speed is set by the transmission 3. Note that the rotation direction of the second transmission output shaft 7 is reversed between when the forward speed is set and when the reverse speed is set.

  When the forward gear or the reverse gear is selected, the input shaft 47 and the second transmission output shaft 7 are connected so as to be able to transmit power as described above, so that the engine 1 is operated and the accelerator pedal is depressed. In this case, that is, in a power-on state, the engine torque is transmitted to the wheels 2 via the transmission 3 to generate driving force. On the other hand, when the vehicle Ve is repulsive, that is, in a power-off state where the accelerator pedal is not depressed, torque corresponding to the kinetic energy of the vehicle Ve is transmitted from the wheels 2 via the transmission 3 to the engine. 1 to generate engine braking force.

  Further, when the parking position or the neutral position is selected by the shift operation device 51, both the first switching clutch C1 and the second switching clutch C2 are released. Such control makes it impossible to transmit power between the input shaft 47 and the second transmission output shaft 7. When switching from the currently set shift speed to another shift speed (target shift speed), the outer gear corresponding to the current shift speed is operated by operating the clutch sleeve that sets the current shift speed. The inner gear of the sleeve is released, and the clutch sleeve corresponding to the target gear stage is operated to engage the outer gear that sets the target gear stage and the inner gear of the sleeve. . Further, when switching from the current shift speed to the target shift speed, when it is necessary to switch the engagement / release state of the first switching clutch C1 and the second switching clutch C2, the switching control is executed.

  In this embodiment, at the forward speed, the gear ratio in the transmission 3 increases as the number indicating the gear speed decreases. Here, the gear ratio of the transmission 3 is a value obtained by dividing the rotational speed of the input shaft 47 by the rotational speed of the second transmission output shaft 7. In this embodiment, the shift control in which the speed ratio at the target speed is larger than the speed ratio at the current speed is downshift. Further, the shift control in which the speed ratio at the target speed is larger than the speed ratio at the current speed is the upshift. The transmission 3 is a so-called twin-clutch transmission in which the torque capacity of the first switching clutch C1 and the torque capacity of the second switching clutch C2 are controlled when the gear ratio is switched. 3. That is, when changing the gear position of the transmission 3, a so-called clutch-to-clutch shift is performed in which engagement and release of the first switching clutch C1 and the second switching clutch C2 are performed in parallel.

  In this embodiment, the automatic transmission control and the manual transmission control can be selected when switching the gear position of the transmission 3. The manual shift control is a control for selectively switching the first to sixth gears when the occupant manually operates the shift operation device 51. The automatic shift control refers to a traveling state of the vehicle Ve, for example, a vehicle speed and an accelerator opening, and a shift map stored in the general electronic control unit 49 when the forward gear is selected by the shift operation device 51. Based on this, the shift determination is performed and the first to sixth gears are selectively switched. In this case, in the shift map, an upshift line that is a reference when upshifting from the current shift stage to another shift stage and a reference when downshifting from the current shift stage to another shift stage are performed. A downshift line is provided.

On the other hand, such, in the transmission 3 of the twin-clutch type, without completely engaged state of the clutch C1 or C2, i.e., the to Rukoto to Hankakarigojo state, to generate the creep torque In this case, the magnitude of the creep torque changes in accordance with the degree of engagement of the clutch C1 or C2, that is, the torque capacity. Also, if during the time of generating Kuriputoru click is longer than a predetermined value, it performs control to stop the half-engaged state of the clutch C1 or C2 while maintaining the magnitude of creep torque.

  An example of such control for stopping the half-engaged state of the clutch C1 or C2 will be described with reference to the flowchart of FIG. As a premise for executing the routine, it is assumed that the clutch C1 or C2 is already in a half-engaged state.

  First, it is determined whether the half-engaged state of the clutch C1 or C2 continues for a predetermined time (step S1). If a negative determination is made in step S1, that is, if the half-engaged state has not continued for a predetermined time, the routine is exited, but if the half-engaged state of the clutch C1 or C2 continues for a predetermined time. It is determined whether or not the current gear position is maintained for a predetermined time (step S2).

  If a negative determination is made in step S1 and step S2, that is, if the current shift speed is not maintained for a predetermined time, the routine is exited, but the current shift speed is maintained for a predetermined time. That is, when the clutch C1 or C2 is in a semi-engaged state for a predetermined time, the temperature of the clutch C1 or C2 is increased, and the current gear stage is maintained for a predetermined time. That is, when the vehicle speed is not increasing and the creep torque is maintained, it is determined whether or not the current shift speed is the first speed (step S3).

When an affirmative determination is made in step S3, that is, with gear position at step S3 previously when it is determined that the first speed is carried out an upshift to the first speed or we second speed In order to suppress the upshift, that is, the decrease in the creep torque accompanying the increase in the gear ratio, the engine output torque is increased (step S4). Thereafter, the routine is exited. Incidentally, the upshift to the first speed or we second speed, first, a pre-shift, the second clutch 33 is engaged, then the clutch C1 is completely released a semi-engaged state, the clutch C2 is Half-engaged and torque is transmitted. At this time, control is performed so that the torque capacity before releasing the clutch C1 and the torque capacity after half-engaging the clutch C2 are equal.

On the other hand, if a negative determination is made in step S3, that is, when shift speed in step S3 previously is other than the first speed, the line since it is considered that the vehicle speed has not increased, the forced Daunshifu bets At the same time, the engine output torque is decreased in order to suppress the downshift, that is, the increase in creep torque accompanying the decrease in gear ratio (step S5). Thereafter, the routine is exited. In this case, the clutch C1 or C2 corresponding to the gear stage before step S3 is released, and the clutch C2 or C1 corresponding to the gear stage after step S3 is half-engaged. At this time, the control is performed so that the torque capacity of the clutch C1 or C2 corresponding to the shift speed before step S3 before release is equal to the torque capacity of the clutch C2 or C1 corresponding to the shift speed after step S3. .

  In the above embodiment, the control is configured to start when the creep state continues for a predetermined time, but the clutch is in a semi-engagement state in order to achieve the creep state, Therefore, since the temperature of the clutch C1 or C2 increases with the passage of time, it may be determined by the temperature of the clutch C1 or C2 instead of the time during which the creep state is maintained. A flowchart of an example of control based on the clutch temperature is shown in FIG.

In step S11, it is determined whether the temperature of the clutch C1 or C2 in the half-engaged state is equal to or higher than a predetermined value t1 (step S1). If a negative determination is made in step S11, it exits this routine, if an affirmative determination, the process proceeds to step S12, and the same as step S5 from step S2 shown in FIG. 1 described above Is processed.

Figure 3 is a time chart of applying the Gosei shown in full Rocha bets in FIG. 1 described above between the first speed and the second speed. Before time A, that is, before step S1, the clutch C1 is in a half-engaged state, and the clutch C2 is in a released state. When step S2 and the determination in step S 3 is positively established (A point), upshifting from the first speed or we second speed is started. That is, the clutch C1 is changed from the half-engaged state to the released state, the transmission torque by the clutch C1 is reduced, and instead, the clutch C2 is half-engaged. Then, the engine torque is increased (step S5, time A to time B).

Then, without increasing the like of the vehicle speed is generated, the step S2 and the determination in step S 3 is positively established (C point), the gear position at the time point C is the second speed, determined in step S4 negatively satisfied, downshift to the second speed or we first speed is started. That is, the clutch C1 is changed from the disengaged state to the half-engaged state, the transmission torque by the clutch C1 is increased, and instead the clutch C2 is disengaged. Then, the engine torque is reduced (step S6, time C to time D).

That is, when the time between the time point B and the time point C is greater than a predetermined value, the shift is switched . Then, the clutch C1 or C2 before switching was in the switching of the shift depending on the slip state is released, either Kano clutches of the clutch C2 or C1 was not in the slipping state is half-engaged state, i.e. the slip state. Therefore, by switching between the half-engaged state and the released state between the two clutches C1 and C2, it is possible to prevent slipping for a long time with the same clutch. Can be suppressed.

  Then, when slipping is performed for a long time with the same clutch and the durability of the clutch is reduced, shift control is performed. Accordingly, further reduction in the durability of the clutch is suppressed.

  The time from time B to time C is the time during which the slip state is maintained, and the shift control is executed when this time exceeds a predetermined time. Therefore, if the predetermined time is exceeded, the shift control is performed and the clutches C1 and C2 are switched, so that further deterioration in durability of the clutches C1 and C2 can be suppressed.

Further, as a result of slipping for a long time with the same clutch, the temperature of the clutch C1 or C2 rises , and the shift control is performed when the temperature exceeds a predetermined temperature t1. Therefore, further increase in the temperature of the clutch C1 or C2 can be suppressed, and a decrease in durability can be suppressed.

  Further, the time from the time B to the time C is a time during which the gear position is maintained, and when this exceeds a predetermined time, the shift control is executed. Therefore, if the predetermined time is exceeded, the shift control is performed and the clutches C1 and C2 are switched, so that further deterioration in durability of the clutches C1 and C2 can be suppressed.

  Further, when the shift stage at the start of the shift control is the shift stage with the largest shift ratio, an upshift is performed, and the shift stage at the start of the shift control is a shift stage other than the shift stage with the largest shift ratio. Therefore, since downshifting is performed, it is possible to prevent slipping for a long time with the same clutch, and to suppress a decrease in durability of the clutch.

The output torque of the engine 1 is increased during the downshift, and the output torque of the engine 1 is decreased during the upshift. Thereby, since the fluctuation | variation of the torque at the time of gear shifting switching can be suppressed, the fluctuation | variation of the creep torque accompanying a gear shifting can be suppressed.

  In the power train shown in FIG. 2, the first switching clutch C1 and the second switching clutch C2 are arranged in parallel to the input shaft 47, and the second transmission output shaft 7 is connected to the wheel 2. However, the engine torque is transmitted to the first switching clutch C1 and the second switching clutch C2 via each gear pair, and then the torque is transmitted to the second transmission output shaft 7. The invention of claim 1 can also be applied to the power train. The present invention is also applicable to a vehicle Ve having a motor / generator in addition to the engine 1 as a prime mover.

  Here, the correspondence between the configuration described in the embodiment and the configuration of the present invention will be described. The engine 1 corresponds to a prime mover, and the first clutch output shaft 4 and the second clutch output shaft 5 are the clutches of the present invention. The first speed gear pair 8 to the sixth speed gear pair 13 correspond to a plurality of gear pairs of the present invention, and the first switching clutch C1 and the second switching clutch C2 correspond to the output shaft. The first clutch 30 to the fourth clutch 41 correspond to a plurality of power transmission clutches, the first clutch 30 to the fourth clutch 41 correspond to a plurality of shift clutches that switch a gear pair that connects the clutch output shaft and the transmission output, and the vehicle Ve is the present invention. The engine 1 and the motor / generator correspond to the prime mover of the present invention.

Furthermore, the function means for executing control steps S 1 to step S 3, corresponds to the durability determination means definitive to the present invention, the function means for executing a control of step S5 and step S 6 corresponds to the speed changing means definitive to the present invention. Further, the function means for executing a control of the step S11 to step S13, corresponds to the durability determination means definitive to the present invention, the function means for executing a control of the step S14 Contact good beauty step S15, the invention corresponding to the definitive shift speed change means. Saranima was, functionally means for performing control in step S3 is phase Ru equivalent to the definitive shift stage continuation judging means to the present invention.

  In addition, the present invention can be executed in the vehicle Ve in which the rotational axes of the power transmission members and the rotating members are arranged in either the front-rear direction of the vehicle Ve or the width direction of the vehicle Ve. The present invention can also be applied to a two-wheel drive vehicle having a configuration in which the torque of the second transmission output shaft 7 is transmitted to either the front wheels or the rear wheels. The present invention is also applicable to a four-wheel drive vehicle having a configuration in which the torque of the second transmission output shaft 7 is distributed to the front wheels and the rear wheels by a power distribution device (transfer). The present invention is also applicable to drive devices other than the vehicle Ve, such as construction machines and machine tools. In the first to fourth aspects of the present invention, a friction clutch, an electromagnetic clutch, a meshing clutch, or the like can be used as various clutches. In the case of an electromagnetic clutch, electromagnetic force or torque capacity corresponds to the power transmission state in the present invention. The various clutches used in the invention of claim 5 include friction clutches such as wet clutches and dry clutches.

  In the above-described embodiment, the creep state is interrupted when the durability of the switching clutches C1 and C2 decreases. However, when hunting occurs in the switching clutches C1 and C2, the same procedure is used. You may comprise so that a creep state may be interrupted. In short, the above procedure can be applied when the creep state needs to be interrupted regardless of the cause of the interruption.

  Further, in the above embodiment, it is determined that the durability is lowered when the temperature of the clutches C1 and C2 reaches t1, but the durability of the clutches C1 and C2 is reduced. By further referring to the temperature rise process or the like, a decrease in durability may be predicted before the durability of the clutches C1 and C2 decreases. For example, the durability of the clutches C1 and C2 when the temperature rise gradient of the clutches C1 and C2 within a predetermined time before the durability determination time is larger than a predetermined value and the temperature of the clutches C1 and C2 reaches t1. May be expected to decrease. In such a case, if the clutch C1 or C2 continues to be engaged, it is predicted that the durability will exceed the allowable lower limit limit before the durability of the clutches C1 and C2 is lowered. It can be suppressed.

It is a flowchart which shows the example of control which can be performed with the transmission in this invention. It is a conceptual diagram showing a power train and a control system executable vehicles the control example of FIG. It is an example of the time chart corresponding to the control example of FIG. It is a flowchart illustrating another control example executed by the transmission in the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 3 ... Transmission, 4 ... 1st clutch output shaft, 5 ... 2nd clutch output shaft, 6 ... 1st transmission output shaft, 7 ... 2nd transmission output shaft, 8 ... 1st speed gear Pair: 9 ... Second speed gear pair, 10: Third speed gear pair, 11: Fourth speed gear pair, 12: Fifth speed gear pair, 13: Sixth speed gear pair, 14: First 1st speed drive gear, 15 ... 1st speed driven gear, 16 ... 2nd speed drive gear, 17 ... 2nd speed driven gear, 18 ... 3rd speed drive gear, 19 ... 3rd speed driven gear, 20 ... 4th speed drive gear, 21 ... 4th speed driven gear, 22 ... 5th speed drive gear, 23 ... 5th speed driven gear, 24 ... 6th speed drive gear, 25 ... 6th speed driven gear, 30 ... 1st clutch, 33 ... 2nd clutch, 37 ... the third clutch, 41 ... the fourth clutch Pitch, 47 ... input shaft, 48 ... hydraulic actuators, C1 ... first switching clutch, C2 ... second switching clutch, Ve ... vehicle.

Claims (12)

A plurality of power transmission clutches that selectively transmit torque output from the power source to the transmission, and torque transmission from the power transmission clutch to the transmission output shaft provided corresponding to the power transmission clutches a tooth wheel pair meshing plurality of constantly be selectively switched with provided for each their gear pair those gear pairs and state can not be transferred to state and torque capable of transmitting torque to the output shaft In a control device for a multiple clutch transmission having a plurality of other clutches for setting a predetermined shift speed ,
Durability determination means for determining the durability of each of the power transmission clutches;
The one of the gear pairs durability is coupled to a power transmission clutch to release the Niso both the to release one of the power transmission clutch is determined to be reduced by the durability determination means is connected to the other power transmission clutch with said by other clutch is released from the torque transmissible state, and to engage the other power transmission clutch provided corresponding to the gear pair that and a gear position changing means for changing the predetermined gear stage by switching by said other clutch provided corresponding to another gear pair to the another gear pair in torque transmittable state A control device for a multi-clutch transmission characterized by   2. The multi-clutch transmission according to claim 1, wherein the shift speed changing unit performs the shift control when the durability determination unit predicts a decrease in durability of the power transmission clutch. Control device. The control device for the multiple clutch transmission includes slip generation means for generating differential rotation between a clutch input shaft and a clutch output shaft of the power transmission clutch by bringing the power transmission clutch into a half-engaged state. Further comprising
3. The control apparatus for a multiple clutch transmission according to claim 2, wherein the durability judgment is judged by the slip generation means.   The multi-clutch transmission according to claim 3, wherein the durability judging means predicts a decrease in durability of the power transmission clutch when the differential rotation occurs continuously for a predetermined time. Control device.   The multi-clutch type according to claim 2, wherein the durability determining means predicts a decrease in durability of the power transmission clutch when a temperature of the power transmission clutch is equal to or higher than a predetermined value. Transmission control device.   2. The multi-clutch type according to claim 1, wherein the shift speed changing unit performs the shift control when the durability determining unit determines that the durability of the power transmission clutch has decreased. Transmission control device. The control device for the multiple clutch transmission includes slip generation means for generating differential rotation between a clutch input shaft and a clutch output shaft of the power transmission clutch by bringing the power transmission clutch into a half-engaged state. Further comprising
The control apparatus for a multiple clutch transmission according to claim 6, wherein the durability determination is determined by the slip generation means.   8. The multi-clutch shift according to claim 7, wherein the durability determining means determines that the durability of the power transmission clutch has decreased when the differential rotation has occurred for a predetermined time. Machine control device.   The multi-clutch type according to claim 6, wherein the durability judging means judges that the durability of the power transmission clutch is lowered when the temperature of the power clutch is equal to or higher than a predetermined value. Transmission control device. Shift speed continuation determining means for determining whether or not the current shift speed has continued for a predetermined time;
The shift stage changing means performs the shift control when the shift stage continuation determining section determines that the current shift stage has continued for a predetermined time. A control device for a multiple clutch transmission according to claim 1.   The shift control means that an upshift is performed when the shift stage at the start of the shift control is the shift stage with the largest shift ratio, and the shift stage at the start of the shift control is a shift stage other than the shift stage with the largest shift ratio. The control device for a multiple clutch transmission according to any one of claims 1 to 10, wherein downshift is performed when the speed is a gear. When the shift control start, when the contents of the shift control is upshifting, along with increase of torque of the prime mover, when the contents of the previous SL shift control is downshifting decreases the torque of the prime mover 12. The control device for a multiple clutch transmission according to claim 1, wherein the control device is a multi-clutch transmission.

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