JP5203401B2 - Twin clutch transmission - Google Patents

Twin clutch transmission Download PDF

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Publication number
JP5203401B2
JP5203401B2 JP2010024429A JP2010024429A JP5203401B2 JP 5203401 B2 JP5203401 B2 JP 5203401B2 JP 2010024429 A JP2010024429 A JP 2010024429A JP 2010024429 A JP2010024429 A JP 2010024429A JP 5203401 B2 JP5203401 B2 JP 5203401B2
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clutch
motor generator
engine
driving force
speed
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JP2011161982A (en
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享 中佐古
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本田技研工業株式会社
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft

Description

  The present invention relates to a twin clutch transmission.

  A hybrid vehicle having a combination of an engine and a motor generator includes a transmission having a large number of gear trains selectively operable between an output shaft and two input shafts. Is provided so that it can be connected to the engine via the first clutch, the second input shaft can be connected to the motor generator, and can be connected to the engine or the first input shaft via the second clutch. Some have a transmission. This twin-clutch transmission can perform only a switching operation between the first clutch and the second clutch at the time of shifting by performing pre-shifting that engages a meshing clutch at the next shift position before shifting. It is intended to reduce the uncomfortable feeling caused by the loss of driving force at the time and to shorten the shift time (see Patent Document 1).

Japanese Patent No. 3952005

In the above prior art, an energy supply source at the time of pre-shifting is an engine, and thereby the energy necessary for driving the vehicle that is insufficient is supplemented by a motor, thereby suppressing unintended driving force changes at the time of pre-shifting by the driver. I have lost the sense of incongruity,
Since clutch slip also occurs during pre-shifting, there is a problem that the amount of energy absorbed throughout the clutch becomes large. In addition, if the clutch slip shift time becomes longer, the slip time of the first clutch and the second clutch also becomes longer and wear of the first clutch and the second clutch is accelerated. It is desired to accurately grasp this amount of wear.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a twin clutch transmission that can accurately grasp a touch point of a twin clutch by learning and eliminate a shift shock when switching the twin clutch.

In order to achieve the above object, the invention described in claim 1 includes a pair of clutches (for example, the first clutch CL1 and the second clutch CL2 in the embodiment) and a meshing clutch (for example, the synchro clutch S1 in the embodiment). To S4), and a plurality of gear trains (e.g., 1st gear 1G to 6th gear 6G in the embodiment) that are always meshed so as to be able to transmit power, and the pair of clutches are switched via the plurality of gear trains. Thus, at least two input shafts (for example, the transmission force from the engine (for example, the engine E in the embodiment) as a drive source can be distributed to the output shaft (for example, the output shaft 3 in the embodiment). The outer drive shaft 13 and the outermost drive shaft 15) in the embodiment are provided, and the pair of clutches and the meshing clutch are controlled. Control means (for example, the management ECU 8 in the embodiment), and each input shaft is a pair of clutches, for example, a first clutch (for example, the first clutch CL1 in the embodiment) and a second clutch (for example, in the embodiment). A motor generator (for example, functioning as a drive source and a generator) connected to the engine via each of the second clutch CL2) and connected to the input shaft (for example, the outer drive shaft 13 in the embodiment) to which the first clutch is connected. The motor generator M) in the embodiment is connected, and the motor generator functions as a drive source by transmitting driving force from the input shaft connected to the first clutch to the output shaft, and then the first clutch is engaged. In a twin clutch transmission capable of igniting the engine and shifting to engine running, Including a case where a motor generator functions as a drive source, wherein the control means includes a command value when the capacity of one clutch (for example, the first clutch CL1 in the embodiment) is changed, and the one clutch is in an engaged state. Based on the relationship with the rotational speed of the input shaft (for example, the external drive shaft 13 in the embodiment) to which power is transmitted, the touch point (for example, the timing at which the one clutch starts to slip and enters the contact state (for example, The command value corresponding to the touch point X ′) in the embodiment (for example, the command value l ′ in the embodiment) is learned, and the one clutch is controlled in consideration of the learned command value. When learning the touch point of the first clutch when switching from the second clutch to the first clutch, the motor generator Remove the driving force of over data, when performing learning touch point of the second clutch when switching from the first clutch to the second clutch, characterized by increasing the driving force of the motor generator.

According to the second aspect of the present invention, a pair of clutches, a plurality of gear trains that are selected by the meshing clutch and are always meshed so that power can be transmitted, and the pair of clutches are switched through the plurality of gear trains. At least two input shafts capable of distributing a driving force from an engine as a driving source and transmitting the driving force to an output shaft; and a control means for controlling the pair of clutches and the meshing clutch. The shaft is connected to the engine via each of the first clutch and the second clutch that are the pair of clutches, and the motor generator that functions as a drive source and a generator is connected to the input shaft to which the first clutch is connected, The motor generator functions as a drive source by transmitting driving force from the input shaft connected to the first clutch to the output shaft, In a twin clutch transmission capable of engaging the first clutch and igniting the engine to shift to engine running, including the case where the motor generator functions as a drive source, the control means changes the capacity of one clutch. Is based on the relationship between the command value at the time when the one clutch is engaged and the rotational speed of the input shaft to which power is transmitted when the one clutch is in the engaged state. When the command value corresponding to the touch point is learned, the one clutch is controlled in consideration of the learned command value, and the motor generator functions as a drive source, the control means includes the first clutch. When the motor reaches the touch point obtained by learning, the motor generator is adapted to the engagement operation of the meshing clutch. By disconnecting the driving force, the only performs running control when shifting from the motor driving the engine running to apply a driving force of the engine by the motor generator, the second in a case where particularly the motor generator functions as a drive source When switching to the clutch, the driving force of the motor generator is increased in order to increase the decrease in engine torque .

The invention described in claim 3 is characterized in that the control means performs a pre-shift by a meshing clutch before the clutch capacity of the one clutch reaches the command value corresponding to the touch point.

The invention described in claim 4 is characterized in that the control means does not perform the learning when there is an abrupt shift request.

According to a fifth aspect of the present invention, the control means is provided when the shift mode of the vehicle is changed from automatic shift to manual shift or when an operation by paddle shift (for example, paddle shift PS in the embodiment) is selected. Does not perform the learning.

The invention described in claim 6 is characterized in that the control means does not perform the learning when the rate of change of the accelerator opening is equal to or greater than a predetermined value .

According to the first aspect of the present invention, the shift shock at the time of switching from one clutch to the other clutch can be eliminated by learning the touch point of the one clutch. In addition, when learning the touch point of the first clutch, it is possible to reduce the shock that occurs when the first clutch reaches the touch point using a motor generator, thereby improving the learning accuracy.
According to the second aspect of the present invention, it is possible to eliminate the shock due to the addition of the driving force of the motor generator and the driving force of the engine at the time of starting and improve drivability.
According to the third aspect of the present invention, it is possible to prevent the pre-shift noise caused by the meshing clutch from affecting the learning of the touch point.
According to the fourth aspect of the present invention, when there is an abrupt shift request, the driver's intention can be prioritized without learning.
According to the fifth aspect of the present invention, when the shift is performed based on the driver's intention due to a request for manual shift or a paddle shift, the driver's intention can be given priority without learning.
According to the sixth aspect of the present invention, when the change rate of the accelerator opening is greater than or equal to a predetermined value and the driver intends rapid acceleration, the driver's intention can be prioritized without learning. .

It is explanatory drawing of the hybrid vehicle which shows 1st Embodiment of this invention. It is explanatory drawing which shows the 2nd speed driving state of FIG. FIG. 3 is an explanatory diagram showing a shift state at the time of 3-speed preshift from FIG. 2. It is explanatory drawing which shows the 3rd speed driving state of FIG. It is explanatory drawing which shows the state at the time of the start of FIG. It is a graph which shows a clutch control pressure and a clutch torque. It is a flowchart figure which shows learning control of a touch point. It is a graph which shows a vehicle speed and an accelerator opening. It is a time chart figure at the time of shifting from 2nd speed to 3rd speed. It is a time chart figure at the time of shifting from 3rd speed to 4th speed. It is explanatory drawing equivalent to FIG. 1 of 2nd Embodiment.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 schematically shows an example in which the twin clutch transmission of the first embodiment of the present invention is used in a hybrid vehicle. In this hybrid vehicle 1, an engine E and a motor generator M are arranged on one side in the longitudinal direction of the crankshaft, and on the other side, a twin clutch comprising a pair of clutches is arranged.

  The hybrid vehicle 1 rotates through an engine E as a drive source, a twin clutch type transmission 2 having a first clutch CL1 and a second clutch CL2 as a pair of clutches, a differential gear 4, and an output shaft 3. Drive wheel 5 to be driven, motor generator M linked to transmission 2 and functioning as a drive source and generator, inverter 6 connected to motor generator M, motor generator connected to inverter 6 and functioning as a drive source A battery 7 for driving M and charging power generated by a motor generator M functioning as a generator, and a management (MG) ECU 8 as a control device for controlling various devices including the inverter 6 and the battery 7 are provided. Yes.

  Here, the management ECU 8 is an ECU that integrates a plurality of ECUs (not shown) such as an engine ECU that controls the engine E and a motor ECU that controls the motor generator M. The following description will be given assuming that the management ECU 8 itself has the ECU function.

In the transmission 2, a clutch housing 11 of the first clutch CL <b> 1 is connected to a drive shaft 9 integrated with a crankshaft of the engine E connected to the flywheel 10. The first clutch CL1 is a twin clutch that shares the clutch housing 11 with the second clutch CL2. The clutch body 12 of the first clutch CL1 is connected to an outer drive shaft 13 that encloses the drive shaft 9 in a rotatable manner, and the rotor MR of the motor generator M is integrally connected to the outer drive shaft 13. A resolver R is provided in the stator MS of the motor generator M. A signal from the resolver R is sent to the management ECU 8.
The clutch body 14 of the second clutch CL2 is integrally connected to an outermost drive shaft 15 that is rotatably disposed outside the outer drive shaft 13.

  The first clutch CL1 connects the clutch body 12 to the clutch housing 11 by supplying hydraulic oil to the pump P1, thereby driving the driving force of the drive shaft 9 connected to the engine E to the motor generator M. The second clutch CL2 transmits the driving force of the drive shaft 9 connected to the engine E to the outermost drive shaft 15 by supplying hydraulic oil to the pump P2. These pumps P1, P2 are driven and controlled by command values from the management ECU 8. The management ECU 8 receives an accelerator pedal opening signal from the accelerator pedal AP, an operation signal for a paddle shift PS provided on the steering handle, and a signal for an automatic shift and manual shift switch SW. Further, the engine revolution number N (crank angle sensor) and a revolution number signal of the revolution number 5 N provided on the output shaft 3 of the drive wheel 5 are also sent to the management ECU 8.

The outer drive shaft 13 includes a first speed drive gear 20, a third speed drive gear 21, and a seventh speed drive gear 22 coaxially and integrally.
The outermost drive shaft 15 connected to the second clutch CL2 includes a second speed drive gear 23 and a fourth and sixth speed drive gear 24 which are coaxially and integrally provided.
A first counter which is two counter shafts arranged so as to be distributed to the drive shaft 9, the outer drive shaft 13 and the outermost drive shaft 15 in parallel with the drive shaft 9, the outer drive shaft 13 and the outermost drive shaft 15. A shaft 31 and a second counter shaft 32 are provided. The driving force of the engine E and the driving force of the motor generator M are distributed to the first counter shaft 31 and the second counter shaft 32 and transmitted to the output shaft 3.

The first counter shaft 31 is provided so that the first speed gear 1G and the third speed gear 3G are selected via a synchro clutch S1 of a meshing type (the same applies to the following synchro clutches) so that the power can be always meshed so that power can be transmitted. The 4th speed gear 4G and the R (reverse) gear RG are selected via the synchro clutch S2 and are always meshed so that power can be transmitted.
The second counter shaft 32 is provided so that the fifth speed gear 5G and the seventh speed gear 7G are selected via the synchro clutch S3 and are always meshed so that power can be transmitted, and the second speed gear 2G and the sixth speed gear 6G are synchronized. It is provided so as to be always engaged so that the power selected through the clutch S4 can be transmitted.

The first speed gear 1G meshes with the first speed drive gear 20, and the third speed gear 3G and the fifth speed gear 5G mesh with the third and fifth speed drive gear 21. The 2nd speed gear 2G meshes with the 2nd speed drive gear 23, and the 4th speed gear 4G and 6th speed gear 6G mesh with the 4th and 6th speed drive gear 24. The R gear RG is linked to the output shaft 3 via a gear (not shown) and a differential gear 4.
The first counter shaft 31 is provided with a first counter gear 25 and the second counter shaft 32 is coaxially provided with a second counter gear 26, and the first counter gear 25 and the second counter gear 26 are output shafts via the differential gear 4. 3 is linked.

Next, based on FIGS. 4, when it is set to more automatic shifting the switch SW, after the pre-shift to the next shift position as shown in FIG. 3 of the second speed running as shown in FIG. 2 A situation where the third speed traveling shown in FIG. 4 is performed will be described. In addition, what is drawn with the thick line in the figure shows the element to which the driving force is transmitted, and the idling element.

In the second speed traveling state shown in FIG. 2, since the synchro clutch S4 is on the second speed side, the first clutch CL1 is in the disconnected state and the second clutch CL2 is in the engaged state, the driving force from the motor generator M is interrupted. Only the driving force from the engine E is transmitted to the outermost drive shaft 15 and driven through the second speed drive gear 23 through the second speed gear 2G, the second counter shaft 32, the second counter gear 26, the differential gear 4, and the output shaft 3. It is transmitted to the wheel 5.
Here, the 6th speed gear 6G and the 4th speed gear 4G meshing with the 4th and 6th speed drive gear 24 together with the 2nd speed gear 2G are rotating, but the 6th speed gear 6G and the 4th speed gear 4G are the second counter shaft 32, It is merely idle on the first counter shaft 31.

  In this state, pre-shifting to the third speed shown in FIG. 3 is performed prior to shifting for the third speed traveling. That is, the synchro clutch S1 is switched to the third speed side while the synchro clutch S4 is on the second speed side. At this time, the second clutch CL2 is in the engaged state and the first clutch CL1 is in the disengaged state, and the third speed gear 3G rotates together with the first counter shaft 31, but in addition to the above-described second speed, , The outer drive shaft 13 and the clutch body 12 of the first clutch CL1 are merely idled via the third and fifth speed drive gears 21.

Next, as shown in FIG. 4, the first clutch CL1 is switched to the engaged state, and at the same time the second clutch CL2 is disengaged, the synchro clutch S4 is switched to the neutral position, and the shift to the third speed is completed.
In this third speed running, the synchro clutch S1 is on the third speed side, the first clutch CL1 is in the engaged state, and the second clutch CL2 is in the disconnected state, so that the engine E and the motor generator M are in the directly connected state, and the engine E is driven. The sum of the force and the driving force of the motor generator M is transmitted from the output shaft 3 to the drive wheel 5 via the third and fifth speed drive gears 21 to the third speed gear 3G, the first counter shaft 31, the first counter gear 25, and the differential gear 4. Is done. Here, the second counter shaft 32 only rotates via the first counter gear 25 in accordance with the rotation from the output shaft 3.

  FIG. 5 shows the first speed traveling state at the start. This start is performed by driving the motor generator M with the first clutch CL1 and the second clutch CL2 both disengaged while the synchro clutch S1 is switched to the first speed side. When the motor generator M is driven, the first-speed drive gear 20 is driven via the outer drive shaft 13, and the drive wheel passes through the first-speed gear 1 G, the first counter shaft 31, the first counter gear 25, the differential gear 4, and the output shaft 3. The driving force is transmitted to 5. Thereafter, the first clutch CL1 is engaged, the engine E is ignited, and the travel from the motor generator M alone is shifted to the engine travel where the driving force of the engine E is applied.

  Here, the first clutch CL1 is engaged by pumping the necessary hydraulic oil by the pump P1 based on a signal from the management ECU 8 when shifting from traveling by the motor generator M alone to traveling by adding the driving force of the engine E. The clutch capacity of the first clutch CL1 varies depending on the wear state of the clutch.

  That is, as indicated by the solid line in FIG. 6, when the horizontal axis is the clutch control pressure P and the vertical axis is the clutch torque TQ, the first clutch CL1 is in a contact state at the first point, the touch point X. Later, as the clutch control pressure P gradually increases, the clutch torque TQ also increases proportionally (not limited to a proportional increase if gradually increased), and finally the first clutch CL1 is completely It will be in the fastening state which is a connected state.

  When the second clutch CL2 is not worn, the touch point X that should be at the position of the solid line and the subsequent torque change will reach the touch point X ′ at a slightly delayed position when the first clutch CL1 is worn slightly, If the wear is further increased, the touch point X ″ is reached at a later position by shifting to the right.

  Thus, if the touch point X changes in a direction delayed with respect to the state without wear, even if the pump P1 is driven and stroked with the command value L in the initial setting when there is no wear from the management ECU 8, In the stroke that gives the touch point X to the first clutch CL1, the stroke is not sufficient, and the first clutch CL1 does not start the contact state, and the timing of starting the contact state (greeting the touch point) is delayed.

  In addition, even if the amount of hydraulic fluid corresponding to the command value L that gives the stroke at which the first clutch CL1 is engaged is sent, the first clutch CL1 stops the stroke in a state where there is a slip before the engaged state, The first clutch CL1 cannot completely transmit the set driving force. Here, the command value is the amount of hydraulic oil supplied by the pump to give a stroke necessary for giving the clutch engagement state. If the clutch is worn, a large amount of hydraulic oil is required from the need to make an extra stroke for the clutch to the fully engaged state.

  Therefore, it is necessary to grasp the wear state of the first clutch CL1 by learning and grasp the position of the touch point X. Further, since the clutch gradually wears out, it is necessary to constantly update the command value by learning the touch point X. In particular, when shifting to switch between the first clutch CL1 and the second clutch CL2, for example, it is necessary to bring the second clutch CL2 into the engaged state at the same time as the first clutch CL1 changes from the engaged state, It is necessary to switch both without deviation. If the timing of this change is shifted, the driving force acting on the output shaft 3 fluctuates, leading to a sense of discomfort.

  FIG. 7 is a flowchart showing the touch point learning control of the first clutch CL1 performed in the management ECU 8. Here, this learning control includes determination as to whether or not learning control is appropriate (step S2). Since the same applies to the second clutch CL2, only the first clutch CL1 will be described.

In step S1, it is determined whether or not a learning condition is satisfied. Specifically, when the shift request is not continuous, such as a sudden shift request, that is, a shift request from the 3rd speed to the 1st speed (kickdown shift), a shift request from the 1st speed to the 3rd speed, etc., the changeover switch SW When the automatic shift is changed to the manual shift, the paddle shift PS is operated and the manual shift is selected, and the change rate of the accelerator opening calculated based on the accelerator pedal opening signal from the accelerator pedal AP is This is because it is not appropriate to learn the touch point when it is greater than or equal to a predetermined value (when there is an abrupt accelerator operation), and learning control should not be performed in order to prioritize the driver's intention.
If the learning condition is not satisfied in step S1, the previous command value L is set in step S6, and the process is terminated. If the learning condition is satisfied in step S1, the process proceeds to step S2.

In step S2, the touch point X ′ of the first clutch CL1 is detected, and the amount of hydraulic oil up to the touch point is detected as the command value l ′. The touch point of the first clutch CL 1 is detected when shifting from start to 1st speed travel, from 2nd speed travel to 3rd speed travel, from 4th speed travel to 5th speed travel, that is, when shifting to an odd number of stages including downshifting. Since the first clutch CL1 is connected to the motor generator M, it is only necessary to detect that the resolver R of the motor generator M has detected the rotational speed fluctuation and detect the timing as a touch point. The touch point of the second clutch CL2 is detected from the second clutch CL2 via the outermost drive shaft 15, the second counter shaft 32, and the differential gear 4 when shifting to an even number of stages including downshifting. Then, the rotation speed variation transmitted to the output shaft 3 is detected using the rotation speed meter 5N provided on the output shaft 3, and the timing is detected as a touch point.

Whether or not the command value l ′, which is the amount of hydraulic oil that gives the stroke at which the touch point X ′ is detected in step S3, is compared with the command value l that gives the stroke when the first clutch CL1 is not worn. Determine. Here, the command value l is the detection result of the previous touch point.
If the result of determination is that they are equal, the wear of the first clutch CL1 has not changed, so the routine proceeds to step S6, where the previous command value L is set, and the processing is terminated. As a result of the determination, if the difference between the two is not zero and the wear is progressing, the process proceeds to step S4. Originally, the touch point X should be reached with the command value l in a state where there is no wear, but the touch point X ′ is shifted due to wear (see FIG. 6).

Next, an increase Δl in hydraulic oil amount due to the stroke difference increased due to wear in step S4 is calculated.
That is, when there is no wear, the second clutch CL2 is in the engaged state based on the command value L, but the amount of hydraulic oil increases by the touch point X 'touch point X' and the stroke. The increase Δl is
l′−l = Δl
Is required.
Therefore, since the value (L + Δl) obtained by adding Δl obtained in step S4 to the command value L when the second clutch CL2 is not worn in step S5 becomes a new command value, L + Δl is updated as the new command value L. To finish the process.
Therefore, since the updated command value requires a stroke corresponding to the amount of wear, the fastening operation is finally performed with a command value obtained by extending the stroke by the wear amount Δl, or the starting position is set by Δl corresponding to the wear stroke. A stroke is used in advance to correct the zero point.

Next, FIG. 9 shows a time chart when shifting from the second speed travel to the third speed travel.
As shown in the time chart of FIG. 9, in the state where the vehicle has been traveling at the second speed as shown in FIG. 2 until then, the engine torque is constant at time T0, the motor generator M is stopped, and the engine speed is increasing. Yes, the second clutch CL2 has a fastening force, and the fastening force of the first clutch CL1 is not generated. Further, the synchro clutch S4 has already been switched to the second speed side, the synchro clutch S1 to be actuated next is in a released state, and the output shaft 3 maintains a constant driving force.

In this state, in order to start learning of the first clutch CL1, hydraulic oil is supplied to the pump P1 to detect the touch point of the first clutch CL1. As a result, the command value L (L + Δl) considering the wear of the first clutch CL1 is learned and updated.
The next pre-shift shift is executed from time T1 when the first clutch CL1 reaches the touch point. Specifically, in a state where the synchro clutch S4 is on the second speed gear 2G side, the movement to the third speed gear 3G side is further started by the synchro clutch S1, and the meshing starts before time T2 and the meshing ends at time T2. Let

  Here, when the first clutch CL1 reaches the touch point, the clutch engaging force of the first clutch CL1 slightly rises from zero, and the driving force of the motor generator M is applied to the first clutch CL1 (the first clutch engagement). The torque of the motor generator M is extracted by the amount that is added (except for the amount of rotation in the state) (the portion from time T1 to time T2 in FIG. 9) so that torque fluctuations are not transmitted to the output shaft 3.

  The rotational speed of the outer drive shaft 13 coincides with the rotational speed line (slowly increases) of the third and fifth speed drive gears 21 until the synchro clutch S1 is switched to the third speed side at time T2 and the preshift is completed. The rotational speed of the outermost drive shaft 15 (engine speed) gradually increases, and at this time, the first clutch CL1 is switched to the disengagement side. As a result, the fastening force of the second clutch CL2 also returns to the original state.

Then, after the pre-shift shift by the sync clutch S1 is completed at time T2, the second clutch CL2 is switched to the disengaged state at the time T3 and simultaneously the first clutch CL1 is switched to the engaged state.
Until this speed change operation is completed at time T6, the engaging force of time T4, time T5 and the second clutch CL2 decreases and becomes zero at time T5, and the engaging force of the first clutch CL1 rises to time T5 and thereafter , Until time T6.

  Further, the engine speed that has been increased until then decreases a little at time T4 and then rapidly decreases, and at time T6, the engine speed increases in accordance with the rotational speed of the outer drive shaft 13 that is gradually increasing. The number of revolutions continues to rise along the previous line after time T3. Here, the engine torque decreases from time T3 to zero at time T5, and then increases from zero to time T6 after time T5 and returns to a constant value at time T6 until time T3. At time T6, the fastening force of the first clutch CL1 rises because there is no slip.

In this way, the torque of the output shaft 3 (vehicle drive shaft torque in FIG. 9) that generates the vehicle drive shaft torque that remains constant until time T3 without fluctuation at the time of pre-shift is the second from time T3 to time T5. although varying slightly when switching from the clutch CL2 first clutch CL 1, from time T5 to time T6 maintains a small constant value than until time T3 in response to the engagement force of the first clutch CL1, further time T6 Thereafter, the engaging force of the first clutch CL1 reaches the upper limit, but since the speed is changed from the second speed traveling to the third speed traveling, a constant value smaller than that until time T6 is maintained.

  As shown in FIG. 8 where the horizontal axis represents the vehicle speed and the vertical axis represents the accelerator opening, the second clutch CL2 is disengaged and the first clutch CL1 is engaged for shifting from the second speed travel to the third speed travel. After the shift schedule is completed, a pre-shift shift schedule for the next shift is started, the touch point of the second clutch CL2 is learned during the pre-shift shift schedule, and the first shift shift schedule is completed after the pre-shift shift schedule is completed. A shift schedule is performed in which the clutch CL1 is disengaged and the second clutch CL2 is engaged.

  Here, the example of learning the touch point of the first clutch CL1 when shifting from the 2nd speed to the 3rd speed as described above has been described. However, as shown in FIG. The touch point learning is also performed at the timing when the first clutch CL1 is connected to enter the first speed traveling when shifting.

FIG. 10 is a time chart corresponding to FIG. This time chart shows a case where the first clutch CL1 is switched to the second clutch CL2 when shifting from the third speed travel to the fourth speed travel.
The learning timing of the second clutch CL2 is the same as that of the first clutch CL1, but the torque of the motor generator M is different.
When switching from the second clutch CL2 to the first clutch CL1, the driving force is transmitted so that the driving force of the motor generator M is added to the driving force of the engine E. At the time of switching to the clutch CL1, in order to reduce the amount of torque added to the motor generator M that causes torque shock, the torque of the motor generator M is removed, but from the first clutch CL1 to the second clutch CL2. When switching to, the driving force changes so that the driving force of the motor generator M is released. Therefore, when learning the touch point or switching to the second clutch CL2, the engine E that causes torque shock is changed. In order to increase the torque decrease, the torque of the motor generator M is increased. Other than that, except for the difference in each element, the description is omitted because it is the same as FIG.

According to the above embodiment, as shown in FIG. 9, the management ECU 8 changes the capacity of the first clutch CL1 when switching from the second clutch CL2 to the first clutch CL1 for shifting. The command value corresponding to the touch point, which is the timing at which the rotational speed of the outer drive shaft 13 fluctuates, is learned by the resolver R of the motor generator M, and the learned command value is taken into account. Since the first clutch CL1 is controlled, it is possible to accurately grasp the touch point of the first clutch CL1 and eliminate the shift shock at the time of switching from the second clutch CL2 to the first clutch CL1.
Further, when switching from the first clutch CL1 to the second clutch CL2, the rotational speed meter 5N of the output shaft 3 corresponds to the command value of the second clutch CL2 when changing the capacity of the second clutch CL2. To learn the command value corresponding to the touch point, which is the timing at which the rotational speed of the output shaft 3 fluctuates, and to control the second clutch CL2 in consideration of this learned command value, the touch of the second clutch CL2 The shift shock at the time of switching from the first clutch CL1 to the second clutch CL2 can be eliminated by accurately grasping the point.

Since the motor generator M is connected to the outer drive shaft 13 to which the first clutch CL1 is connected, the torque can be extracted using the motor generator M when learning the touch point of the first clutch CL1, so that the first clutch It is possible to relieve a shock generated when CL1 reaches the touch point and to learn a touch point with high accuracy.
On the other hand, since the torque can be increased using the motor generator M when learning the touch point of the second clutch CL2, the driving force of the engine E generated when the second clutch CL2 reaches the touch point is reduced. The torque can be added by the motor generator M to reduce the shock and to learn the touch point with high accuracy.

Further, when the first clutch CL1 and the second clutch CL2 are not switched, the shock at the time of learning in the situation where the torque shock is easily felt by adding the torque of the motor generator M especially at the time of starting. Since it can be eliminated, drivability can be improved. Further, the motor generator M is excellent in that the shock at the time of connection of the first clutch CL1 not only at the time of learning but also at the time of starting can be reduced.
Since the first clutch CL1 connected to the motor generator M side is more worn than the second clutch CL2, learning the touch point of the first clutch CL1 at the start can be learned at the beginning of traveling. It is effective in using the touch point at the time of subsequent driving.

  As shown in FIG. 9, the management ECU 8 terminates the connection to the first speed side of the synchro clutch S1 before the clutch capacity of the first clutch CL1 reaches the command value corresponding to the touch point. It is possible to prevent the noise due to the switching of the clutch S4 to the second speed side from affecting the learning of the touch point of the first clutch CL1.

As shown in FIG. 7, when the shift request is not continuous, such as a sudden shift request, that is, a shift request from the 3rd speed to the 1st speed, a shift request from the 1st speed to the 3rd speed, etc., the manual shift by the switch SW When the speed change is performed based on the driver's intention or the intention of the driver who wants to change speed quickly by operating the paddle shift PS, the rate of change of the accelerator opening calculated based on the accelerator pedal opening signal from the accelerator pedal AP is If it is greater than or equal to a predetermined value (when there is an abrupt accelerator operation), the touch point is not learned, so the driver's intention can be prioritized.
Since learning of touch points is performed at the time of pre-shift for operating the synchro clutch, learning of touch points can be incorporated into the pre-shift schedule, so that there is no problem with the control schedule for clutch switching.

  FIG. 11 shows a hybrid vehicle equipped with a twin clutch type transmission according to a second embodiment of the present invention. In this hybrid vehicle 1 ′, an engine E and a motor generator M are arranged at the shaft ends of the first main shaft 33 and the second main shaft 34 of the transmission 2 ′, respectively. A first clutch CL1 and a second clutch CL2 are provided on the E side. Also in this embodiment, when the first clutch CL1 is engaged, the engine E and the motor generator M are directly connected.

  A clutch housing 11 of a twin clutch is coaxially fixed to the crankshaft of the engine E, and the clutch bodies 12 and 14 of the first clutch CL1 and the second clutch CL2 are provided on the clutch housing 11. The clutch body 12 of the first clutch CL1 is integrated with the first main shaft 33 and is fixed to the rotor MR of the motor generator M. A planetary gear mechanism PGM including a sun gear 37, a planetary gear 35, and a ring gear 36 around the first main shaft 33 is provided in the motor generator M.

  The first main shaft 33 has a second main shaft 34 rotatably therein. The second main shaft 34 is fixed to the clutch body 14 of the second clutch CL2 provided in the clutch housing 11 and on the opposite side of the engine E. A shaft 38 of the planetary gear 35 of the planetary gear mechanism PGM is rotatably supported on the arm 39 of the second main shaft 34.

  An idle gear 40, a sub shaft 41, a counter shaft 42, and a reverse shaft 43 are provided in parallel with the first main shaft 33 and the second main shaft 34. The first main shaft 33 is connected to the R gear RG via the synchro clutch S5, and the second main shaft 34 is connected to the first speed gear 1G via the synchro clutch S6, and the third speed gear 3G and the fifth speed via the synchro clutch S7. The second speed gear 2G and the fourth speed gear 4G are connected to the gear 5G, and the sub-shaft 41 is connected to the subshaft 41 via the synchro clutch S8. A drive wheel (not shown) is connected to the counter shaft 42 via the differential gear 4. Since other configurations and operations are the same as those in the first embodiment, the same parts are denoted by the same reference numerals and description thereof is omitted.

  Also in this embodiment, since the first clutch CL1 and the second clutch CL2 are switched to perform a shift, learning the touch points of the first clutch CL1 and the second clutch CL2 in the same manner as in the first embodiment described above, In any clutch, the first clutch CL1 and the second clutch CL2 can be switched after learning the touch point. Therefore, the touch point of the first clutch CL1 and the second clutch CL2 can be accurately grasped by learning, and the shift shock at the time of switching between the first clutch CL1 and the second clutch CL2 can be eliminated.

In addition, since the first clutch CL1 and the second clutch CL2 are switched after the pre-shift by the sync clutches S5 to S8 is completed, the touch points of the first clutch CL1 and the second clutch CL2 are learned while shortening the shift time. Therefore, the shift shock at the time of switching the twin clutch can be eliminated by accurately grasping.
In addition, since the first clutch CL1 and the second clutch CL2 are switched after the preshift is completed, the shift time can be shortened as compared with the case where the preshift is performed simultaneously with the first clutch CL1 and the second clutch CL2.

  The present invention is not limited to the above-described embodiment. For example, in addition to the motor generator M of the first embodiment, a motor generator that can transmit power to the even-numbered speed side may be further added. Further, the hydraulic oil amount has been described as an example of the command value from the management ECU 8. However, when the stroke of the clutch body 12 is used as the command value, or when the clutch body 12 is stroked at a constant speed, the stroke time is commanded. Various modes such as a value may be adopted. Moreover, although the case where the touch point is learned for each pre-shift has been described as an example, the learning timing and frequency can be freely set as long as the learning updates the detection value.

CL1 1st clutch CL2 2nd clutch S1-S4 Synchro clutch (meshing clutch)
1G 1st gear 2G 2nd gear 3G 3rd gear 4G 4th gear 5G 5th gear 6G 6th gear E Engine 3 Output shaft 13 External drive shaft (input shaft)
15 Outermost drive shaft (input shaft)
8 Management ECU
l 'Command value X' Touch point M Motor generator PS Paddle shift

Claims (6)

  1. Driving force from the engine as a drive source by switching between the pair of clutches, a plurality of gear trains that are selected by the meshing clutch and meshing constantly so that power can be transmitted, and switching the pair of clutches through the plurality of gear trains And at least two input shafts capable of transmitting the driving force to the output shaft, and provided with control means for controlling the pair of clutches and the meshing clutch, wherein each input shaft is a pair of clutches. A motor generator that functions as a drive source and a generator is connected to the input shaft to which the first clutch is connected, and the motor generator is connected to the engine via each of a first clutch and a second clutch. The driving force is transmitted from the input shaft connected to the output shaft to the output shaft to function as a driving source, and then the first clutch is engaged. In the twin clutch transmission capable of igniting the engine and shifting to engine running, including the case where the motor generator functions as a drive source, the control means has a command value when the capacity of one clutch is changed, Based on the relationship with the rotational speed of the input shaft to which power is transmitted when the one clutch is in a contact state, a command value corresponding to a touch point that is a timing at which the one clutch starts to slip and enters a contact state is obtained. Learning, controlling the one clutch in consideration of the learned command value, and the control means learns a touch point of the first clutch when switching from the second clutch to the first clutch. In this case, the driving force of the motor generator is removed and the second clutch is switched when the first clutch is switched to the second clutch. When performing the learning of the touch point switch, the twin clutch type transmission, characterized in that to increase the driving force of the motor generator.
  2. Driving force from the engine as a drive source by switching between the pair of clutches, a plurality of gear trains that are selected by the meshing clutch and meshing constantly so that power can be transmitted, and switching the pair of clutches through the plurality of gear trains And at least two input shafts capable of transmitting the driving force to the output shaft, and provided with control means for controlling the pair of clutches and the meshing clutch, wherein each input shaft is a pair of clutches. A motor generator that functions as a drive source and a generator is connected to the input shaft to which the first clutch is connected, and the motor generator is connected to the engine via each of a first clutch and a second clutch. The driving force is transmitted from the input shaft connected to the output shaft to the output shaft to function as a driving source, and then the first clutch is engaged. In the twin clutch transmission capable of igniting the engine and shifting to engine running, including the case where the motor generator functions as a drive source, the control means has a command value when the capacity of one clutch is changed, Based on the relationship with the rotational speed of the input shaft to which power is transmitted when the one clutch is in a contact state, a command value corresponding to a touch point that is a timing at which the one clutch starts to slip and enters a contact state is obtained. Learning, controlling the one clutch in consideration of the learned command value, and when the motor generator functions as a drive source, the control means is a touch point obtained by learning the first clutch. When the driving force of the motor generator is removed in accordance with the engagement operation of the meshing clutch when Performs travel control when shifting from only the motor running by chromatography motor generator to the engine running to apply a driving force of the engine, especially during switching to the second clutch in a case where the motor generator functions as a drive source, A twin-clutch transmission characterized in that the driving force of the motor generator is increased in order to increase the decrease in engine torque .
  3. The control means according to claim 1 or claim 2, wherein the twin-clutch, characterized in that the clutch capacity of the one clutch performs pre-shift by previously meshing clutch to reach the command value corresponding to the touch point transmission.
  4. 3. The twin clutch transmission according to claim 1 or 2 , wherein the control means does not perform the learning when there is an abrupt shift request.
  5. The control means according to claim 1 or claim 2, wherein when the operation by the case or paddle-shift mode of the vehicle is changed to the manual shift from the automatic transmission is selected, characterized in that does not perform the learning Twin clutch type transmission.
  6. 3. The twin clutch transmission according to claim 1, wherein the control means does not perform the learning when the rate of change of the accelerator opening is equal to or greater than a predetermined value.
JP2010024429A 2010-02-05 2010-02-05 Twin clutch transmission Active JP5203401B2 (en)

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