JP4785202B2 - Transmission clutch control device - Google Patents

Description

  The present invention relates to a clutch control device for a transmission, and in particular, by detecting the input / output speed ratio of the transmission, it can detect that hydraulic control at the time of shifting is not performed as scheduled, and appropriately The present invention relates to a clutch control device for a transmission that can be dealt with.

  2. Description of the Related Art Conventionally, there has been known a transmission that includes a hydraulic pump that is driven by the rotational driving force of an engine, and that controls clutch connection / disconnection by the hydraulic pressure generated by the hydraulic pump.

Patent Document 1 includes first to fourth hydraulic clutches corresponding to first to fourth speed gears, and an oil passage itself for supplying hydraulic pressure by three shift valves to drive the four clutches. A clutch control device for a four-speed transmission that can be switched is disclosed.
Japanese Patent Laid-Open No. 11-82720

  In the clutch control device for a transmission disclosed in Patent Document 1, in addition to the solenoid valve for controlling the hydraulic pressure supply to each oil passage, the four clutches are independently controlled by including the shift valve as described above. Is possible. Therefore, even if a failure occurs in one solenoid valve, the oil passage itself can be switched to another system to complete the speed change operation.

  On the other hand, there is a solenoid valve for alternately supplying the hydraulic pressure generated by the hydraulic pump to the two hydraulic clutches, and by switching the clutch to switch the hydraulic pressure supply destination from one clutch to the other clutch A twin clutch type transmission that shifts gears to adjacent gears is known. According to this twin clutch type transmission, the number of parts for hydraulic control is reduced, the configuration of the oil passage is simplified, and the transmission can be reduced in size and weight.

  However, since the twin clutch type transmission as described above does not include a shift valve for switching the oil passage itself, for example, when the hydraulic pressure supply destination is switched from one side to the other side by changing the clutch, If the hydraulic pressure of the one-side clutch does not decrease for some reason, there is a possibility that both clutches are simultaneously connected as the hydraulic pressure is supplied to the other-side clutch. Further, when the hydraulic pressure supply destination is switched from one side to the other side by the clutch holding operation, if the clutch hydraulic pressure on the other side does not increase due to some cause, the gear shifting operation may not be completed properly.

  In the invention described in Patent Document 1, since the oil passage itself can be switched to another system by the shift valve, no consideration has been given to the problems peculiar to the twin clutch transmission having the above-described configuration. .

  The object of the present invention is to solve the above-described problems of the prior art, detect the input / output speed ratio of the transmission, and detect that the hydraulic control at the time of shifting is not performed as scheduled. It is an object of the present invention to provide a clutch control device for a transmission that can cope with the problem.

  In order to achieve the above object, according to the present invention, in a clutch control device for a transmission having a plurality of hydraulic clutches on one side and the other side, when a predetermined hydraulic pressure generated by a hydraulic pump is supplied, Shifting to an adjacent gear stage is performed by a control unit that controls the hydraulic pressure supply to each hydraulic clutch that is switched to and an operation that switches the connection state of each hydraulic clutch from one side to the other side. And an input / output speed ratio detecting means for detecting an input / output speed ratio of the transmission, wherein the control unit has reached a predetermined time after the start of the changeover operation, and the input / output speed The first feature is that when the ratio is within a predetermined range corresponding to the gear stage before the shift, the clutch change-over operation is stopped.

  Further, the control unit has a second feature in that the holding operation is stopped by stopping the supply of hydraulic pressure to the other hydraulic clutch.

  A third feature is that warning means for warning that the holding operation has been stopped is provided.

  Further, in a clutch control device for a transmission having a plurality of hydraulic clutches on one side and the other side, the hydraulic pressure to each of the hydraulic clutches that switches from an open state to a connected state when a predetermined hydraulic pressure generated by a hydraulic pump is supplied. A control unit that controls supply, a transmission in which a shift to an adjacent gear stage is performed by switching the connection state of each hydraulic clutch from one side to the other side, and an input / output speed of the transmission An input / output speed ratio detection means for detecting the ratio and a pressure increase means for temporarily increasing the hydraulic pressure supplied to each hydraulic clutch, and the control unit has a predetermined time that has elapsed since the start of the holding operation. And when the input / output speed ratio is outside a predetermined range corresponding to the gear stage before the speed change, the hydraulic pressure supplied to the clutch on the other side is boosted by the boosting means. There is a feature.

  According to the first feature, the controller that controls the supply of hydraulic pressure to each hydraulic clutch that switches from the open state to the connected state by supplying a predetermined hydraulic pressure generated by the hydraulic pump, and the connected state of each hydraulic clutch A transmission that performs a shift to an adjacent gear stage by an operation of switching from one side to the other side, and an input / output speed ratio detection means that detects an input / output speed ratio of the transmission. When the elapsed time from the start of the changeover operation reaches a predetermined time and the input / output speed ratio is within a predetermined range corresponding to the gear stage before the shift, the changeover operation of the clutch is stopped. Based on the value of the input / output speed ratio, it is possible to detect that the clutch that was scheduled to be switched from the connected state to the released state at the time of shifting remains in the connected state, and to stop the clutch switching operation. As a result, it is possible to avoid so-called clutch interlock, in which two clutches are simultaneously connected to give a burden to the clutch. Further, the clutch interlock can be avoided without providing a sensor for detecting the hydraulic pressure of each clutch.

  According to the second feature, the control unit stops the changeover operation by switching the hydraulic clutch on the other side to the open state, so that the clutch interlock is quickly activated by the operation of stopping the hydraulic pressure supply to the other side clutch. Can be avoided.

  According to the third feature, since the warning means for warning that the changeover operation has been stopped is provided, the occupant can quickly recognize that some trouble has occurred in the drive path of the hydraulic clutch, and stop or check the operation. Prompt handling such as repairs becomes possible.

  According to the fourth feature, the controller that controls the supply of hydraulic pressure to each hydraulic clutch that is switched from the open state to the connected state by supplying a predetermined hydraulic pressure generated by the hydraulic pump, and the connected state of each hydraulic clutch By shifting from one side to the other side, shifting to the adjacent gear stage is performed, input / output speed ratio detecting means for detecting the input / output speed ratio of the transmission, and each hydraulic clutch A booster that temporarily boosts the supply hydraulic pressure, and the control unit has reached a predetermined time after the start of the change-over operation, and the input / output speed ratio is out of a predetermined range corresponding to the gear stage before the shift. In this case, the hydraulic pressure supplied to the clutch on the other side is boosted by the boosting means, so that the clutch on the other side that was scheduled to switch to the connected state at the time of shifting is released based on the value of the input / output speed ratio. Status and connection status It detects that remains between, it is possible to complete the shift by boosting the oil pressure supplied to the other side of the clutch.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a system configuration diagram of an automatic manual transmission (hereinafter referred to as AMT) as an automatic transmission applied to a motorcycle and its peripheral devices. The AMT 16 connected to the engine 11 is driven and controlled by a clutch hydraulic device 17 and an AMT control unit 18 as a shift control device. The engine 11 has a throttle body 19 of a throttle-by-wire type, and the throttle body 19 is provided with a motor 20 for opening and closing the throttle.

  The AMT 16 includes a multi-stage transmission gear 21, a first clutch 22, a second clutch 23, a shift drum 24, and a shift control motor 25 that rotates the shift drum 24. A large number of gears constituting the transmission gear 21 are coupled or loosely fitted to the main shaft 26, the counter shaft (counter shaft) 27, and the transmission gear output shaft 28, respectively. The main shaft 26 includes an inner main shaft 26 a and an outer main shaft 26 b, the inner main shaft 26 a is coupled to the first clutch 22, and the outer main shaft 26 b is coupled to the second clutch 23. The main shaft 26 and the counter shaft 27 are provided with sleeves (not shown) that can be displaced in the axial direction of the main shaft 26 and the counter shaft 27, respectively, and guide grooves (not shown) formed in these sleeves and the shift drum 24. Further, the end portions of the shift forks 29 are engaged with each other.

  A primary drive gear 31 is coupled to the output shaft of the engine 11, that is, the crankshaft 30, and the primary drive gear 31 is meshed with a primary driven gear 32. The primary driven gear 32 is connected to the inner main shaft 26 a via the first clutch 22 and is connected to the outer main shaft 26 b via the second clutch 23.

  A counter shaft output gear 33 coupled to the counter shaft 27 is engaged with an output driven gear 34 coupled to the transmission gear output shaft 28. A drive sprocket 35 is coupled to the transmission gear output shaft 28, and a driving force is transmitted to a rear wheel as a drive wheel via a drive chain (not shown) wound around the drive sprocket 35. Further, in the AMT 16, the engine rotational speed sensor 36 disposed opposite the outer periphery of the primary driven gear 32, the counter shaft rotational speed sensor 46 disposed opposed to the fixed gear of the counter shaft 27, and the rotational position of the shift drum 24. And a gear position sensor 38 for detecting the current gear position based on the above. The throttle body 19 is provided with a throttle sensor 47 that outputs a throttle opening signal.

  The clutch hydraulic device 17 includes an oil tank 39 and a conduit 40 for feeding the oil in the oil tank 39 to the first clutch 22 and the second clutch 23. A valve 42 as a hydraulic control valve including a hydraulic pump 41 and a solenoid valve is provided on the pipeline 40, and a regulator 44 is disposed on a return pipeline 43 connected to the pipeline 40. Yes. The valve 42 has a structure capable of individually applying oil pressure to the first clutch 22 and the second clutch 23. The valve 42 is also provided with an oil return conduit 45.

  The AMT control unit 18 includes a mode switch 49 for switching between automatic shift (AT) mode and manual shift (MT) mode, and a shift select switch 50 for instructing upshift (UP) or downshift (DN). It is connected. The AMT control unit 18 includes a microcomputer (CPU), and controls the valve 42 and the shift control motor 25 in accordance with the output signals of the sensors and switches, so that the gear position of the AMT 16 can be switched automatically or semi-automatically. It is configured to be able to.

  When the AT mode is selected, the AMT control unit 18 automatically switches the transmission gear 21 in accordance with information such as the vehicle speed, the engine speed, and the throttle opening. On the other hand, when the MT mode is selected, the AMT control unit 18 In accordance with the operation, the transmission gear 21 is shifted up or down. Even when the MT mode is selected, auxiliary automatic shift control for preventing engine overspeed and stall can be set.

  In the clutch hydraulic device 17, the hydraulic pressure is applied to the valve 42 by the hydraulic pump 41, and the hydraulic pressure is controlled by the regulator 44 so as not to exceed the upper limit value. When the valve 42 is opened by an instruction from the AMT control unit 18, hydraulic pressure is applied to the first clutch 22 or the second clutch 23, and the primary driven gear 32 is connected to the inner main shaft via the first clutch 22 or the second clutch 23. 26a or the outer main shaft 26b. When the valve 42 is closed and the application of hydraulic pressure is stopped, the first clutch 22 and the second clutch 23 are connected to the inner main shaft 26a and the outer main shaft 26b by a built-in return spring (not shown). It will be urged in the direction to cut off.

  The shift control motor 25 rotates the shift drum 24 in accordance with an instruction from the AMT control unit 18. When the shift drum 24 rotates, the shift fork 29 is displaced in the axial direction of the shift drum 24 according to the shape of the guide groove formed on the outer periphery of the shift drum 24. Along with this, the meshing of the gears on the counter shaft 27 and the main shaft 26 changes, and the transmission gear 21 is switched to a state where it can be shifted up or down.

  In the AMT 16 according to the present embodiment, the inner main shaft 26a (see FIG. 1) coupled to the first clutch 22 supports odd-numbered gears (1, 3, 5th gear), and the outer main shaft coupled to the second clutch 23. 26b is configured to support even-numbered gears (second and fourth gears). For example, while driving with an odd-numbered gear selected, the hydraulic pressure supply to the first clutch 22 is continued and the connected state is maintained. When the shift changes are sequentially performed, the gear meshing is changed in advance by the rotation of the shift drum 24, and the shift is completed by switching the connection state of the first clutch 22 and the second clutch 23. It is configured as follows.

  FIG. 2 is a block diagram showing the configuration of the AMT control unit 18 and its peripheral devices according to one embodiment of the present invention. The same reference numerals as those described above denote the same or equivalent parts. The AMT control unit 18 measures input / output speed ratio detection means 60 for calculating the speed ratio of the AMT 16 based on the output signals of the engine speed sensor 36 and the countershaft speed sensor 46, and the elapsed time from the start of the speed change. Based on information from the timer 61, the input / output speed ratio detection means 60 and the timer 61, the shift state determination unit 62 that detects the shift state of the AMT 16, and the valve 42 are driven to connect the first clutch 22 and the second clutch 23. And a clutch control unit 63 that controls connection and disconnection. The clutch control unit 63 can temporarily supply high-pressure hydraulic pressure to a warning means 65 including a warning light or a buzzer provided on a meter 64 of the vehicle, and an oil passage 40 connected to the hydraulic pump 41. The drive control of the boosting means 48 that can be performed is also performed. The booster 48 can be a booster using engine intake pressure.

  An original hydraulic pressure Pm adjusted by a regulator 44 (see FIG. 1) is generated in the hydraulic pump 41 during engine operation, and this original hydraulic pressure Pm is supplied to the valve 42 via the conduit 40. The valve 42 includes a first hydraulic control valve 42 a that controls the hydraulic pressure supply to the first clutch 22 and a second hydraulic control valve 42 b that controls the hydraulic pressure supply to the second clutch 23. Both hydraulic control valves 42 a and 42 b are opened by a drive command from the AMT control unit 18. When the first hydraulic control valve 42a is opened and the original hydraulic pressure Pm is supplied to the oil passage 52, the first clutch 22 is driven to switch to the connected state, while the second hydraulic control valve 42b is opened. When the original hydraulic pressure Pm is supplied to the oil passage 53, the second clutch 23 is switched to the connected state. The operation of the valve 42 according to the present embodiment is such that only the first hydraulic control valve 42a is energized to supply hydraulic pressure to the oil passage 52, and only the second hydraulic control valve 42b is energized to apply hydraulic pressure to the oil passage 53. It consists of three patterns of stopping supply of hydraulic pressure by stopping energization to both hydraulic control valves 42a and 42b to be supplied. When the hydraulic pressure supply is stopped, the first clutch 22 and the second clutch 23 are both released, and a neutral state in which the rotational driving force of the engine is not transmitted is established.

  The AMT control unit 18 according to the present embodiment can detect whether or not the speed change operation of the AMT 16 is executed as scheduled based on the output signals of the input / output speed ratio detection means 60 and the timer 61 described above. There is a feature.

  FIG. 3 is a flowchart showing a procedure of clutch control at the time of shifting according to the present embodiment. This flowchart is executed in the AMT control unit 18 when shifting up or down. In this embodiment, an example of shifting up from the first speed to the second speed is shown. When a shift command is detected in step S1, in step S2, the clutch control unit 63 issues a drive command to the first hydraulic control valve 42a and the second hydraulic control valve 42b, and the clutch to be connected is set to the one side. A clutch changeover operation for switching from the first clutch 22 to the second clutch 23 on the other side is started. In the automatic shift (AT) mode, the shift command in step S1 is issued from the AMT control unit 18 based on a shift map for deriving the shift timing from the engine speed, gear position, vehicle speed, and the like. In the (MT) mode, it is issued based on an output signal from the shift select switch 50 (see FIG. 1) operated by the occupant.

  In step S3, the timer 61 starts measuring the elapsed time t from the start of the speed change operation, that is, the start of clutch switching. In the subsequent step S4, the input / output speed ratio detection means 60 starts to measure the input / output speed ratio R, which is the ratio of the engine speed (rotation speed) to the countershaft rotation speed (rotation speed). In step S5, the measured input / output speed ratio R is a predetermined lower limit value of the post-shift gear stage determination value: YG (n + 1) L or more and a predetermined upper limit value of the post-shift gear stage: YG (n + 1) H or less. It is determined whether it is within the range. “N” in each equation indicates the number of gears before shifting. If an affirmative determination is made in step S5, the process proceeds to step S6 assuming that the input / output speed ratio R is at the planned value after the shift, and the control is terminated assuming that the upshift has been completed as scheduled. It should be noted that the upper and lower widths are provided in the judgment value as to whether or not the shift has been completed in consideration of measurement errors due to the pulsation of the detection pulse of the rotational speed sensor and noise mixed in the sensor. When the first clutch 22 is released as planned and the second clutch 23 is connected as planned, the output speed ratio R is reliably within a predetermined range centered on the gear ratio of the post-shift gear stage. It will be.

  On the other hand, if a negative determination is made in step S5, it is determined that the upshift has not been completed yet, the process proceeds to step S7, and it is determined whether or not the measurement time t by the timer 61 has reached a predetermined time t_ref. If a negative determination is made in step S7, the clutch changeover operation is continued in step S8, and the process returns to step S5.

  If an affirmative determination is made in step S7, the process proceeds to step S9, where the input / output speed ratio R is equal to or greater than the determination lower limit value of the gear stage before shifting: YG (n) L and the determination upper limit value of the gear stage before shifting: YG (N) It is determined whether it is H or less. If an affirmative determination is made in step S9, the input / output speed ratio R remains within the determination value for the pre-shift gear stage even if the predetermined time t_ref has elapsed since the start of clutch changeover. That is, it turns out that the shift-up is not completed as scheduled. Hereinafter, the operation of each hydraulic clutch assumed when an affirmative determination is made in step S9 will be described with reference to FIG.

  FIG. 4 is a graph showing an example of the relationship between the clutch hydraulic pressure and the input / output speed ratio. In this figure, the engine speed Ne, the input / output speed ratio R, the first clutch hydraulic pressure P1, the first clutch hydraulic pressure P1, the second clutch 23 when shifting up from the first speed to the second speed by the changeover operation from the first clutch 22 to the second clutch 23. The transition of the two-clutch oil pressure P2 is shown.

  Receiving the upshift command at time t1, the clutch control unit 63 cuts off the energization of the first hydraulic control valve 42a and starts energizing the second hydraulic control valve 42b to start the clutch changeover operation. However, in the case of this figure, even if the energization of the first hydraulic control valve 42a is cut off, the first clutch hydraulic pressure P1 does not decrease as planned due to some trouble, and the connected state of the first clutch 22 is maintained. There is a problem. As a result, the input / output speed ratio R does not drop from the speed ratio of the first gear, the elapsed time t after the start of shifting reaches t_ref at time t2, and the determinations in steps S5 and S7 are negative. Become. It should be noted that during the predetermined time t_ref in which the determinations in steps S5 and S7 are made, if no malfunction occurs, the hydraulic pressure of the first clutch 22 decreases as indicated by the broken line P1a, and the first clutch 22 is released. It can be set to the scheduled time.

  Next, referring also to the flowchart of FIG. 3, in step S7, it is determined whether or not the measurement time by the timer 61 has reached a predetermined time t_ref. In FIG. 4, when the time t2 is reached, step S7 is affirmed and the process proceeds to step S9. If it is determined in step S9 that the input / output speed ratio R is within the determination value of the gear stage before the shift, the first clutch 22 is engaged even if a predetermined time t_ref has elapsed from the start of the clutch changeover operation. It is found that there is a problem that the hydraulic pressure P1 of the first clutch 22 does not decrease as planned.

  In the clutch control during shift according to the present embodiment, if an affirmative determination is made in step S9, the process proceeds to step S11 (see FIG. 3), and the shift state determination unit 62 determines that a problem has occurred on the first clutch side. The clutch is transmitted to the control unit 63, and the clutch control unit 63 drives the valve 42 to stop changing the clutch.

  The suspension of the clutch holding operation in step S11 is performed by cutting off the energization of the second hydraulic control valve 42b and opening the second clutch 23. When the clutch holding operation is not canceled, the hydraulic pressure supply to the second clutch 23 is continued while the first clutch 22 is in the connected state, and the two clutches having different rotational speeds are in the connected state at the same time. A so-called interlock state is generated that imposes a burden on the clutch. In the present embodiment, it is possible to quickly avoid this interlock state by switching the second clutch 23 to the disengaged state together with the determination at time t2.

  When the clutch change is stopped in step S11, in step S12, the clutch control unit 63 drives the warning means 65 (see FIG. 2) to warn the occupant that the change of clutch has been stopped. End the control. Note that the warning means 65 can identify whether any trouble that has occurred in the clutch has occurred on the first clutch 22 side or the second clutch 23 side and can display it on a liquid crystal panel or the like. Based on this warning, the vehicle occupant can take measures such as stopping the vehicle operation, inspecting and repairing the vehicle. In the above description, the processing in the case where an affirmative determination is made in step S9 has been described. In the following, the operation of the clutch assumed in the case where a negative determination is made in step S9 will be described with reference to FIG.

  FIG. 5 is a graph showing an example of the relationship between the clutch hydraulic pressure and the input / output speed ratio. The same reference numerals as those described above denote the same or equivalent parts. As in the example of FIG. 4, the clutch control unit 63 that receives the upshift command at time t1 cuts off the energization of the first hydraulic control valve 42a and starts energizing the second hydraulic control valve 42b. Start the clutch change operation. However, in the case of FIG. 5, the hydraulic pressure P1 of the first clutch 22 decreases as planned with the interruption of the energization to the first hydraulic control valve 42a, whereas the energization to the second hydraulic control valve 42b. Even if the operation is started, the second clutch hydraulic pressure P2 does not rise as planned due to some trouble, and the second clutch 23 is not switched to a completely connected state. As a result, the input / output speed ratio R does not rapidly decrease from the speed ratio of the first speed gear, and the determination in step S5 is negative.

  Next, determination of step S7 is performed, and when step S7 is affirmed by reaching time t3, the process proceeds to step S9. When a negative determination is made in step S9, that is, when it is determined that the input / output speed ratio R is outside the determination value of the gear stage before the shift, a predetermined time t_ref has elapsed since the start of the clutch changeover operation. However, it is found that there is a problem that the second clutch 23 is not switched to a completely connected state, that is, the second clutch hydraulic pressure P2 is not sufficiently increased. In the example of FIG. 5, if a negative determination is made in step S9, the process proceeds to step S10 (see FIG. 3), the hydraulic pressure of the clutch to be connected, that is, the second clutch 23 is increased, and the upshift is forced at time t3. It is characterized in that it is completed automatically.

  The step-up process in step S10 is performed when the clutch control unit 63 drives the step-up means 48 (see FIG. 2). When this boosting process is not executed, the half clutch state of the second clutch 23 is continued, shifting is not completed and a burden is imposed on the clutch. If the booster 48 is not provided, the second clutch 23 may be released and the first clutch 22 may be reconnected to return to the state before the start of shifting.

  As described above, in the clutch control apparatus for a transmission according to the present invention, the elapsed time from the start of the clutch changeover operation reaches a predetermined time, and the input / output speed ratio is within a predetermined range corresponding to the gear stage before the shift. In this case, the clutch changeover operation is stopped, so that the clutch on the one side that was scheduled to switch to the open state at the time of shifting is kept connected based on the value of the input / output speed ratio. By detecting this, it is possible to stop the clutch change-over operation and avoid the clutch interlock. Further, it is possible to avoid the interlock by detecting that the clutch on one side remains in the connected state without providing a sensor or the like for detecting the hydraulic pressure of the clutch.

  Further, when the elapsed time from the start of the clutch change-over operation reaches a predetermined time and the input / output speed ratio is outside the predetermined range corresponding to the gear stage before the shift, the hydraulic pressure supplied to the clutch on the other side Is boosted by the boosting means, based on the value of the input / output speed ratio, the clutch on the other side, which was scheduled to switch to the connected state at the time of shifting, remains between the open state and the connected state. It is possible to detect and increase the hydraulic pressure supplied to the clutch on the other side to complete the shift.

  In the above-described embodiment, the example at the time of shifting up from the first speed to the second speed has been shown, but the clutch control according to the present invention is performed at the time of shifting up and shifting down from the odd-numbered stage to the even-numbered stage. The present invention can be similarly applied when shifting up and down from an even number stage to an odd number stage. Further, the number of transmission gear stages of the transmission, the measurement time of the timer, and the like are not limited to the above-described embodiment, and various changes can be made. For example, the number of gear stages of the transmission may be configured to have a plurality of forward stages and reverse stages. The clutch control according to the present invention can also be applied to a transmission that includes three or more hydraulic clutches and each has a plurality of hydraulic clutches on one side and the other side.

1 is a system configuration diagram of an automatic manual transmission (AMT) and peripheral devices applied to a motorcycle. FIG. It is a block diagram which shows the structure of an AMT control unit and its peripheral device. It is a flowchart which shows the procedure of clutch control at the time of shifting. It is a graph which shows the relationship between clutch hydraulic pressure and the input / output speed ratio when canceling the change of clutch. It is a graph which shows the relationship between the clutch oil pressure and the input / output speed ratio when increasing the clutch oil pressure.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 18 ... AMT control unit (control part), 22 ... 1st clutch (one side or the other side clutch), 23 ... 2nd clutch (the other side or one side clutch), 36 ... Engine speed sensor, 41 ... Hydraulic pressure Pump, 42a ... first hydraulic control valve, 42b ... second hydraulic control valve, 46 ... counter shaft rotation speed sensor, 60 ... input / output speed ratio detection means, 61 ... timer, 62 ... shift state determination unit, 63 ... clutch control 64, meter, 65, warning means

Claims (2)

In the clutch control device of the transmission (16) having a plurality of hydraulic clutches (22, 23) on one side and the other side,
The hydraulic clutches (22, 23) are connected to one side by a solenoid valve (42) for alternately supplying the hydraulic pressure generated by one hydraulic pump (41) to the two hydraulic clutches. A twin clutch that switches the clutch connection state by switching from the clutch (22, 23) to the other clutch (23, 22);
The change in meshing of the transmission gear (21) of the transmission (16) is executed by rotating the shift drum (24) with the electric motor (25),
A main shaft (26) of the transmission (16) includes an inner main shaft (26a) coupled to the one clutch (22, 23) and an outer main shaft (coupled to the other clutch (23, 22)). 26b)
A primary driven gear (32) to which driving force from the crankshaft (30) of the engine (11) is transmitted is connected to the inner main shaft (26a) via the one-side clutches (22, 23). Connected to the outer main shaft (26b) via the other clutch (23, 22),
The inner main shaft (26a) supports odd-numbered gears of the transmission gear (21), and the outer main shaft (26b) supports even-numbered gears of the transmission gear (21). ,
The one side clutch (22, 23) and the other side clutch (23, 22) are arranged adjacent to each other on the main shaft (26),
A control unit (18) for controlling the hydraulic pressure supply to each of the hydraulic clutches (22, 23) that is switched from an open state to a connected state when a predetermined hydraulic pressure generated by the hydraulic pump (41) is supplied;
A transmission (16) in which a shift to an adjacent gear stage is performed by an operation of changing the connection state of each of the hydraulic clutches (22, 23) from one side to the other;
An input / output speed ratio detecting means (60) for detecting an input / output speed ratio (R) of the transmission (16);
The controller (18) has a predetermined range (YG (n) corresponding to the gear stage before the shift, and the input / output speed ratio (R) reaches the predetermined time (t_ref) after the elapsed time from the start of the changeover operation. ) If present in L to YG (n) H), the clutch change-over operation is stopped,
The cancellation of the holding operation is executed by switching the hydraulic clutch on the other side to an open state ,
A pressure increasing means (48) for temporarily increasing the hydraulic pressure supplied to each of the hydraulic clutches (22, 23);
The control unit (18) has a predetermined range (YG (n) L to YG (n) in which an elapsed time from the start of the change-over operation reaches a predetermined time and the input / output speed ratio corresponds to a gear stage before shifting. ) H) When the pressure is outside the predetermined range (YG (n + 1) L to YG (n + 1) H) corresponding to the gear position outside and after the shift, the hydraulic pressure supplied to the clutch on the other side is 48) A clutch control device for a transmission , wherein the pressure is increased in step 48) .   The clutch control apparatus for a transmission according to claim 1, further comprising warning means (65) for warning that the change-over operation is stopped.

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