JP6775821B2 - Shift control system - Google Patents

Description

The present invention relates to a shift control system that automatically or manually shifts a speed of an automobile or the like, and particularly selectively switches and engages a meshing clutch in a driving force transmission state to shift and output the transmission output from the start clutch.

In general, in the transmission for a vehicle using a single clutch, the driving force is interrupted at the time of shifting, and shifting shock and acceleration delay are unavoidable. Further, in the case of construction machinery, agricultural machinery, etc., which have a large running resistance and a small speed energy, if the driving force is interrupted at the time of shifting, the gear stops immediately and shifting may be difficult.

On the other hand, by using a system called a seamless shift transmission, the driving force is not interrupted at the time of shifting, and the problem can be improved. Gear-type seamless shift transmissions include a system commonly referred to as a twin-clutch seamless shift transmission.

However, as is well known, this system has a problem that the structure is complicated, the weight is large, and the cost is increased.

On the other hand, the applicant has proposed a seamless shift transmission (manufactured by Ikeya Formula Co., Ltd.) using a single clutch as in Patent Document 1.

This seamless shift transmission has attracted a great deal of attention as a system that can provide various merits such as extremely simple structure and low weight to consumers.

In this system, simultaneous meshing is performed by shifting (shifting up), and internal circulation torque is generated, so that the lower clutch ring is guided by the coasting torque and the upper clutch ring is driven in the drive direction. The guide is moved by the torque of.

In such a system, the applicant sets the selective switching of the meshing clutch at the time when there is a difference in the input / output rotation speed of the starting clutch for smoother shifting, and sets the transmission torque immediately before the shifting of the meshing clutch. , The system is configured to shift gears by detecting the slippage of the starting clutch as a cause.

With this configuration, the transmission torque is not interrupted at the time of shifting, the clutch can be suppressed from slipping more than necessary due to the suppression of the mismatch between the engine speed and the vehicle speed, and the shock can be absorbed.

However, as will be described later, due to problems such as the power of the actuator, a shift delay actually occurs with respect to the time when the differential rotation of the clutch occurs. Due to this delay, smooth shifting was still limited.

WO2014 / 102855

The problem to be solved is that even if the gear can be changed by switching the meshing clutch while transmitting the driving force, the clutch absorbs excessive slippage or shock due to the mismatch between the engine speed and the vehicle speed. Since it could not be cut off, the selective switching of the meshing clutch was set at the time when there was a difference in the input / output rotation speed of the starting clutch, but there was a limit.

INDUSTRIAL APPLICABILITY The present invention enables more reliable control of clutch slippage and shock than necessary while being able to shift gears by switching the meshing clutch while transmitting the driving force. It is a shift control system that shifts gears by switching the meshing clutch. Each meshing of the start clutch that transmits and outputs the torque from the engine by fastening adjustment and the multi-stage transmission gear that is rotatably supported by the driving force transmission shaft. A transmission that selectively switches the clutch under the driving force transmission state to shift and output the transmission output from the starting clutch, a clutch actuator that engages and adjusts the starting clutch, and a shift instruction signal for the meshing clutch. A shift actuator that is switched by, an input / put rotation speed sensor that detects the input rotation speed of the start clutch, an output rotation speed sensor that detects the output rotation speed, and the clutch actuator by inputting the shift instruction signal. A control unit that controls to reduce the engaging force of the starting clutch and causes the shift actuator to selectively switch the engaging clutch when the detected input / output rotation speed of the starting clutch is different. wherein the dog clutch, said plurality of stages the driving force driving force transmitting shaft gear meshed to the transmission shaft by axially movably selective engagement of a plurality equipped are clutch teeth to shift gears The shift actuator comprises a plurality of clutch rings to be coupled to, and the shift actuator switches the selective engagement of the clutch ring with respect to the transmission gear, and the plurality of gears in the lower and upper stages of the plurality of transmission gears . When a pair of clutch rings are simultaneously meshed with each other, the axial force in the disengagement direction with respect to the clutch ring that is simultaneously meshed with the lower stage of the transmission gear and the clutch ring that is simultaneously meshed with the upper stage of the transmission gear. A guide portion for generating an axial force in the meshing direction with respect to the clutch ring is provided between each clutch ring and the driving force transmission shaft, and when a difference occurs in the input / output rotation speeds of the starting clutch, the simultaneous the transmission with resulting axial force of the meshing releasing direction by the action of the guide portion by coasting direction torque simultaneously meshing Isle clutch ring inner circulating torque is generated in the lower part of the transmission gear by meshing the simultaneous meshing Isle clutch ring in the upper part of the gear by the action of the guide portion by the torque of the drive direction the mesh An axial force in the mating direction is generated , and the control unit has a difference in the input / output rotation speed of the starting clutch between the time when the difference in the input / output rotation speed of the starting clutch occurs and the time when the guide unit acts. It is characterized by controlling the output of the engine so as to suppress the increase.

Since the present invention uses the above means, the speed change control system that shifts gears by switching the meshing clutch while transmitting the driving force ensures that the driving force is not interrupted and the engine speed and vehicle speed are suppressed while suppressing the shift shock and the delay in acceleration. Unnecessary slippage of the clutch due to inconsistency with the clutch and shift shock can be reliably suppressed.

It is a block diagram of a shift control system. (Example 1) It is a block diagram of the shift control system. (Example 1) It is a graph which shows the relationship between the time from the start clutch start and the increase of the input rotation speed of the start clutch. (Example 1) It is a flowchart of a shift control system. (Example 1) It is a subroutine of the flowchart of the shift control system. (Example 1) It is an enlarged sectional view of the main part of a transposition. (Example 1) It is a developed view which shows a cam groove and a cam protrusion. (Example 1) It is a developed view which shows a cam groove and a cam protrusion. (Example 1) It is a perspective view which shows the relationship between a clutch cam ring and a clutch ring. (Example 1) It is a perspective view which shows the relationship between a clutch cam ring and a clutch ring (Example 1). It is a perspective view which shows the clutch cam ring. (Example 1) It is a perspective view which shows the clutch ring. (Example 1) It is the schematic which shows the relationship with the shift fork, the check part, and the meshing clutch. (Example 1) It is the schematic which shows the relationship with the shift fork, the check part, and the meshing clutch. (Example 1) It is a development view of the main part of a clutch ring. (Example 1) The meshing of the dog clutch is shown, (a) is a coastal meshing position, and (b) is a development view of a main part showing a standby meshing position. (Example 1) It is the schematic which shows the 4th gear meshing of the transmission at the time of shift up. (Example 1) It is the schematic which shows the position of the 4th speed clutch ring withdrawal standby of the transmission at the time of shift up. (Example 1) It is a schematic diagram at the end of shifting to the 5th speed. It is a schematic diagram which shows that 4th speed and 5th speed are neutral at the time of shift down. (Example 1) This is an explanation of the operation of the drum groove when shifting up and down. (Example 1)

The torque from the engine is transmitted by tightening adjustment for the purpose of making it possible to reliably suppress excessive slippage and shock of the clutch while being able to shift gears by switching the meshing clutch under the driving force transmission state. The starting clutch that outputs and each meshing clutch of the multi-stage transmission gears that are rotatably supported by the driving force transmission shaft are selectively switched under the driving force transmission state, and the transmission output from the starting clutch is output as a shift output. Transmission, a clutch actuator that engages and adjusts the start clutch, a shift actuator that switches the meshing clutch by a shift instruction signal, an input rotation speed sensor that detects the input rotation speed of the start clutch, and an output rotation speed. When there is a difference between the output rotation speed sensor to be detected and the input / output rotation speed of the start clutch that is detected by controlling the clutch actuator by inputting the shift instruction signal to reduce the engagement force of the start clutch, the shift is performed. A control unit that selectively switches the meshing clutch by an actuator is provided, and a plurality of the meshing clutches are provided on the driving force transmission shaft so as to be movable in the axial direction, and two or more speeds can be separated on both sides in the axial direction. Each of the transmission gears is arranged and includes a clutch ring that selectively meshes with any of the transmission gears on both sides to engage with the drive output shaft, and the shift actuator relates to the transmission gear of the clutch ring. When the selective meshing is switched and any one pair of clutch rings is simultaneously meshed with the speed change gears of the lower stage and the upper stage, the meshing direction and the disengagement direction with respect to the transmission gears of the lower stage and the upper stage. A guide portion is provided between each of the clutch rings and the driving force transmission shaft to separately generate an axial force in a direction different from that of the clutch ring, and there is a difference in the input / output rotation speed of the starting clutch. When it occurs, internal circulation torque is generated by the simultaneous meshing due to shift-up, the lower clutch ring acts on the guide portion by the coasting direction torque, and the upper clutch ring acts on the drive direction torque. The guide unit is made to act, and the control unit increases the difference in the input / output rotation speed of the start clutch from the time when the difference in the input / output rotation speed of the start clutch occurs to the time when the guide unit acts. This was achieved by controlling the output of the engine so as to suppress the clutch.

The control unit outputs the engine so that the difference in the input / output rotation speed of the start clutch is less than the set value between the time when the difference in the input / output rotation speed of the start clutch occurs and the time when the guide unit operates. May be controlled.

The control unit may fix the control of the clutch / actuator from the time when the input / output rotation speed of the start clutch is different to the time when the guide unit operates.

[Shift control system]
FIG. 1 is a block diagram of a shift control system, and FIG. 2 is a configuration diagram of a shift control system.

The shift control system 1001 of the embodiment of FIGS. 1 and 2 that realizes the present invention controls a so-called seamless shift transmission 1003 and a start clutch 1005 that shift gears by switching the meshing clutch while transmitting a driving force. The speed change is controlled by the controller 1007.

The transmission 1003 includes meshing clutches 47, 49, 51 and can be switched by the shift actuator 1009. The shift actuator 1009 is composed of, for example, an electric motor, is attached to the input shaft 119a of the shift drum 119, and is connected to the output port side of the controller 1007 via a drive circuit (not shown).

The starting clutch 1005 is engaged and adjusted by the clutch actuator 1011. The start clutch 1005 is provided between the crankshaft 1015 of the engine 1013 and the main shaft 3 of the transmission 1003, and intermittently transmits the output of the engine 1013 to the transmission 1003.

The start clutch 1005 can adjust the output from the engine 1013 by fastening and adjusting the pair of friction members 1019a and 1019b with the spring 1021. The spring 1021 has a configuration in which a movable sleeve 1023a is coupled to the inner diameter side, and the movable sleeve 1023a is adjusted to move in the axial direction with respect to the fixed sleeve 1023b.

A clutch actuator 1011 composed of a solenoid is provided on the fixed sleeve 1023b side, and the movable sleeve 1023a is moved in the axial direction against the urging force of the spring 1021 by controlling the energization of the clutch actuator 1011. There is. The clutch actuator 1011 is connected to the output port side of the controller 1007 via a drive circuit (not shown).

Although the clutch actuator 1011 is separated from the fixed sleeve 1023b in the drawing, the clutch actuator 1011 and the fixed sleeve 1023b are integrally formed.

Further, the starting clutch 1005 may be configured to be engaged and controlled by an electrically controlled hydraulic actuator or the like.

The controller 1007 is composed of, for example, a microcomputer, and includes a CPU, a ROM, a RAM, and the like. The input / put rotation speed sensor 1025 and the output rotation speed sensor 1027 are connected to the input port of the controller 1007, and the shift instruction detection sensor 1029, the engine speed sensor 1031, the accelerator opening sensor 1033, and the vehicle speed sensor 1035 are connected. Has been done.

The input rotation speed sensor 1025 detects the input rotation speed of the start clutch 1005 and inputs it to the control unit, and detects the rotation speed of the crankshaft 1015. The output rotation speed sensor 1027 detects the output rotation speed of the start clutch 1005 and inputs it to the controller 1007, and detects the rotation speed of the main shaft 3.

The shift instruction detection sensor 1029 detects a manual or automatic shift instruction signal and inputs it to the controller 1007.

For example, when the shift instruction detection sensor 1029 shifts up or down by operating the shift lever in the manual mode, the shift instruction detection sensor 1029 detects the operation signal and inputs the operation signal to the controller 1007 as the operation signal of the shift lever. To do.

The automatic shift instruction signal is based on the engine speed, accelerator opening, and vehicle speed input to the controller 1007, and is an engine speed detection signal from the engine speed sensor 1031, the accelerator opening sensor 1033, and the vehicle speed sensor 1035. , An appropriate shift stage is calculated based on the input of the accelerator opening detection signal and the vehicle speed detection signal.

As an embodiment, the shifting can be switched manually or automatically, but it is also possible to switch the shifting manually or automatically.

Then, when the shift instruction signal is input to the controller 1007, the controller 1007 gradually reduces the engaging force of the transmission clutch 1005 under the control of the clutch actuator 1011. When there is a difference in the input / output rotation speed of the start clutch 1005 input by the in-put rotation speed sensor 1025 and the output rotation speed sensor 1027 due to this decrease, the shift actuator 1009 engages the clutches 47, 49, 51 selective switching is performed.

When the selective switching of the meshing clutches 47, 49, and 51 is completed, the clutch actuator 1011 engages the starting clutch 1005 with 100% engagement.

[Shift control, start clutch control, and engine control]
FIG. 3 is a graph showing the relationship between the time from the start clutch slippage and the increase in the input rotation speed of the start clutch. FIG. 4 is a flowchart of the shift control system. FIG. 5 is a subroutine of the flowchart of the shift control system.

As described above, in the conventional shift control system proposed by the applicant, even if the shift can be changed by switching the meshing clutch while transmitting the driving force, the clutch is required due to the mismatch between the engine speed and the vehicle speed. Since there was a limit to the above-mentioned suppression of slippage or shock absorption, selective switching of the meshing clutch was performed to suppress slippage more than necessary when there was a difference in the input / output rotation speed of the starting clutch, or to suppress shock. Allowed absorption.

However, even in such a case, there are certain limits in suppressing slippage and absorbing shock.

That is, even when the input / output rotation speed of the start clutch is different, the start clutch 1005 actually slides out, except when the shift actuator has a great power, when the meshing clutch is selectively switched. It takes a certain amount of operation time for each part from to shift up.

Due to this required operating time, the engine speed increased during that time compared to when the start clutch slipped out. In addition, the ascending speed and the timing of shift-up vary. Therefore, the differential rotation at the time of upshifting also varies as shown in the line segments A, B, C, etc. in FIG.

As a result, the abnormal noise at the time of upshifting becomes large, and the magnitude of the abnormal noise and the presence / absence of the abnormal noise vary, which causes an increase in discomfort.

On the other hand, if the power of the shift actuator is increased, the time from the start clutch 1005 sliding out to the shift up can be shortened as much as possible, and it is theoretically possible to suppress the increase in engine rotation during that period. Is possible.

However, such a powerful shift actuator is not current because it causes an increase in size and weight of the device. In addition, the shift operation with a large power causes an increase in the collision sound of each part, which in turn causes an increase in abnormal noise.

Therefore, the control is performed as shown in FIGS. 4 and 5, so that the increase in engine speed after the start clutch slides out is suppressed to shift the gear.

That is, in FIG. 1, in the controller 1007, the difference in the input / output rotation speed of the start clutch 1005 increases from the time when the difference in the input / output rotation speed of the start clutch 1005 occurs until the guide portion G described later operates. The output of the engine is controlled so as to suppress the clutch.

Until the guide unit G operates, after the shift actuator 1009 is driven by the shift instruction signal, any of the shift forks 77, 79, 85, and 87 operates for upshifting, and the clutch. It means the time until any one of the rings 59, 61, and 63 is interlocked and the guide portion G acts. After the guide portion G acts and the clutch rings 59, 61, 63 start to mesh, they are removed.

Specifically, the controller 1007 sets the difference between the input / output rotation speeds Ni and No of the start clutch 1005 from the time when the difference ΔN occurs in the input / output rotation speeds of the start clutch 1005 until the guide unit G acts. The output of the engine is controlled so as to be below the threshold value. In this case, the output of the engine is controlled over the entire period from the time when the difference ΔN occurs in the input / output rotation speed of the advance clutch 1005 to the action of the guide unit G. However, it is also possible to partially control the output of the engine from the time when the difference ΔN occurs in the input / output rotation speed of the advance clutch 1005 until the guide portion G acts.

Means for controlling engine output include throttle throttle, fuel adjustment, ignition cut, and delay in ignition timing.

The flowchart of FIG. 4 is executed, for example, by starting the engine 1013.

In step S1 (hereinafter, step S is abbreviated as "S" at the end), the shift instruction signal is read by the process of "reading the shift instruction". In this reading, a manual or automatic shift instruction signal is read and the process shifts to S2.

In S2, it is determined from the read signal whether or not there is a shift instruction signal by the determination process of "is there a shift instruction?". If there is a shift instruction (YES), the process proceeds to S3, and if there is no shift instruction (NO), the process returns to S1.

In S3, the controller 1007 controls the energization of the clutch actuator 1011 to adjust the movable sleeve 1023a to move axially toward the fixed sleeve 1023b by the process of "decrease in the starting clutch engaging force", and the engaging force of the starting clutch 1005. Gradually decrease and shift to S4.

In S4, the input / output rotation speed of the start clutch 1005 input by the input / put rotation speed sensor 1025 and the output rotation speed sensor 1027 is read by the process of "reading the output and input rotation speeds". , S5.

In S5, the determination process of "output <in-put?" Is executed, and when there is a difference in the input / output rotation speed of the start clutch 1005 (YES), that is, the output-put rotation speed is the input-put rotation. When the start clutch 1005 starts to slide behind the speed, it shifts to S6, and while there is no difference and the start clutch 1005 does not start to slide (NO), it returns to S3, and S3, S4, and S5 are repeated. Is done.

In S6, the process of "fixing the pressing force" stops the process of reducing the starting clutch engaging force, fixes the control of the clutch actuator 1011 until the switching is completed, and shifts to S7.

In S7, the controller 1007 energizes and controls the shift actuator 1009 by the process of "ΔN≈0, shift", and selectively switches the meshing clutches 47, 49, 51 according to the shift instruction signal, and S8. Move to.

In this case, in this embodiment, the subroutine of FIG. 5 is executed to suppress the increase in engine rotation after the start clutch 1005 starts to slide and shift the gear. The subroutine of FIG. 5 will be described later.

In S8, when the controller 1007 stops the energization control of the clutch actuator 1011 by the process of "clutch 100% engagement", the spring 1021 returns by its own urging force, and the friction members 1019a and 1019b are engaged to engage the clutch 100%. And return the process.

In the subroutine of FIG. 5, the process of “starting shifting” in S701 starts the selective switching operation of the meshing clutches 47, 49, and 51 by the shift actuator 1009, and shifts to S702.

In S702, the input / output rotation speed at the start of the start clutch slip, which causes the start of the switching operation by the shift actuator 1009, is read by the process of "reading the output and in-put rotation speeds", and the process shifts to S703.

In S703, the determination process of "ΔN = Ni-No> threshold value?" Determines whether or not the engine speed increases and the difference between the input / output speeds exceeds the set threshold value. This threshold value serves as a reference for whether or not an unpleasant abnormal noise due to a shift shock is generated by ΔN indicating the slip of the start clutch 1005, and is obtained in advance by an experiment. The threshold value may be zero. If ΔN exceeds the threshold value (NO), the process proceeds to S704 and S705, and if it exceeds the threshold value (YES), the process proceeds to S706.

In S704, the completion signal of the shifting operation is read by the process of "reading the shifting signal". The shift signal is for detecting that the selective switching operation of the meshing clutches 47, 49, 51 is completed and the shift up is completed. This signal is detected, for example, by detecting the rotation position of the shift drum 119 by the rotation of the shift actuator 1009 or the like.

In S705, the determination process of "shift end?" Is performed, and if the shift is not completed (NO), the process is returned to S702, and if the shift is completed (YES), the subroutine of S7 ends. , Transition to S8 of FIG. 4 as described above.

In S706, the output of the engine is temporarily reduced by the process of "engine output control", and the process shifts to S707. This decrease in engine output suppresses the increase in engine speed after the start clutch slip starts. The engine output control prevents the differential rotation ΔN between the input / put rotation speed and the output rotation speed of the start clutch 1005 from increasing due to throttle control such as throttle pulse width control. The image of the change in ΔN at this time is as shown by the line segment C in FIG. In the line segment C, as compared with the line segments A, B, and C, the increase in ΔN is suppressed regardless of the time t from the start slip of the start clutch 1005.

In S707, it is determined whether or not the engine speed has fallen below the set threshold value by the determination process of "ΔN = Ni−No ≦ threshold value?". This threshold is the same as that of S703. If ΔN falls below the threshold value (NO), the process returns to S706, and the process of “engine output control” again controls the suppression of the increase in ΔN.

In S708, the process of "reading the shift signal" is performed, and in S709, the process of determining "end of shift?" Is performed. The shift signal can be a control signal of the controller 1007 that controls the shift actuator 1009. S708 corresponds to S704, S709 corresponds to S705, and the same processing is performed. If the shift is not completed by the determination process of "shift end?" In S709 (NO), the process is returned to S706, and if the shift is completed (YES), the subroutine in S7 ends, and FIG. 4 shows. Transition to S8 as described above.

It is also possible to fix the control of the engine output when ΔN falls below the threshold value and release the control when the clutch rings 59, 61, and 63 start to engage.

As described above, the shift control system that shifts gears by switching the meshing clutches 47, 49, and 51 while transmitting the driving force ensures that the driving force is not interrupted, and the engine speed is adjusted while suppressing shift shock and acceleration delay. Unnecessary slippage or shock of the clutch due to inconsistency with the vehicle speed can be suppressed.

That is, the controller 1007 selectively switches the meshing clutches 47, 49, 51 when there is a difference in the input / output rotation speeds of the start clutch 1005, and the meshing clutches 47, 49, 51 are immediately before shifting. The transmission torque is detected at the time of shifting to shift the gear.

When the transmission torque is detected by the controller 1007, simultaneous meshing is performed by shifting (shifting up) under the transmission torque, and the internal circulation torque is generated, so that the lower clutch ring is guided by the torque in the coasting direction. G is actuated, and the upper clutch ring acts on the guide portion G by the torque in the drive direction.

Then, the output of the engine is controlled so as to suppress an increase in the difference in the input / output rotation speeds of the start clutch 1005 from the time when the difference ΔN occurs in the input / output rotation speeds of the start clutch 1005 until the guide unit G acts. To do.

As a result, the guide unit G starts to work under the differential rotation ΔN within the threshold value, so that the mismatch between the engine speed and the vehicle speed is suppressed, the clutch is suppressed from slipping more than necessary, and the shift shock is surely suppressed. It can be suppressed.

[Seamless shift]
Here, the structure and operation of the seamless shift of the transmission 1003 will be described.

In the transmission 1003, each meshing clutch of a plurality of transmission gears rotatably supported by the main shaft 3 and the counter shaft 5 which are the driving force transmission shafts is selectively switched under the driving force transmission state. The transmission output from the start clutch is speed-shifted and output.

A plurality of meshing clutches 47, 49, 51 of the transmission 1003 are provided on the main shaft 3 so as to be movable in the axial direction, and the 2nd speed gear 21 and the 5th speed gear are separated from the 2nd speed or higher on both sides in the axial direction. 27, 4th gear 25 and 6th gear 29 are arranged, and 1st gear 19 and 3rd gear 23 are arranged on the counter shaft 5, and they are driven by selectively meshing with any of the transmission gears on both sides. It includes clutch rings 59, 61, 63 that are coupled to the output shaft.

The shift actuator 1009 switches the selective engagement of the clutch rings 59, 61, 63 with respect to the transmission gears.

When any pair of clutch rings 59, 61, 63 are simultaneously engaged with the lower and upper transmission gears, the axes in different directions of the engagement direction and the disengagement direction with the lower and upper transmission gears. A guide portion G for generating a force separately is provided between each of the clutch rings 59, 61, 63 and the driving force transmission shaft.

Hereinafter, a specific description will be given.

FIG. 6 is an enlarged cross-sectional view of a main part of the transmission.

As shown in FIGS. 2 and 6, the transmission 1003 includes a main shaft 3, a counter shaft 5, and an idler shaft 7 as driving force transmission shafts. The main shaft 3 and the counter shaft 5 are rotatably supported by the mission case 17 by bearings 9, 11, 13, 15, and the like. The idler shaft 7 is fixed to the mission case 17 side.

1st gear 19, 2nd gear 21, 3rd gear 23, 4th gear 25, 5th gear 27, and 6th gear 29 are fixed to the main shaft 3 and the counter shaft 5 as a plurality of transmission gears. Or it is supported so that it can rotate relative to each other.

The 1st gear 19 and the 3rd gear 23 on the counter shaft 5 mesh with the output gears 31 and 33 of the main shaft 3, and the 2nd gear 21, the 4th gear 25, and the 5th gear on the main shaft 3 The 27th and 6th gears 29 mesh with the input gears 35, 37, 39, and 41 of the counter shaft 5, respectively.

The reverse idler 43 on the idler shaft 7 is arranged so as to be meshable with the output gear 44 on the main shaft 3 and the input gear 45 on the counter shaft 5 by axial movement.

The 1st gear 19, 2nd gear 21, 3rd gear 23, 4th gear 25, 5th gear 27, and 6th gear 29 are mainly composed of a plurality of first to third meshing clutches 47, 49, 51. It is coupled to the shaft 3 or the counter shaft 5 to enable gear shifting output from the main shaft 3 to the counter shaft 5.

The first to third meshing clutches 47, 49, 51 change the plurality of first to third meshing clutches 47, 49, 51 to shift to the upper stage of the plurality of transmission gears. It has become. That is, the first-speed gear 19, the second-speed gear 21, the third-speed gear 23, the fourth-speed gear 25, the fifth-speed gear 27, and the sixth-speed gear 29, which are multi-stage transmission gears, are the first to third meshing clutches 47. , 49, 51 are changed so as to shift gears.

For example, shifting from the first gear 19 to the second gear 21 is performed by changing a plurality of first and second meshing clutches 47 and 49.

The first to third meshing clutches 47, 49, 51 have basically the same structure, and the clutch cam rings 53, 55, 57, the clutch rings 59, 61, 63, the clutch ring 59, It is provided with clutch teeth 47a, 47b, 49a, 49b, 51a, 51b, 19a, 21a, 23a, 25a, 27a, 29a formed on the opposing surfaces of the 61st, 63rd and 1st to 6th gears 29. ..

Therefore, the clutch rings 59, 61, 63 mesh with each other in the axial direction of the main shaft 3 and the counter shaft 5, and the clutch teeth 47a, 47b, 49a, 49b, 51a, 51b, 19a, 21a, 23a, The coupling for the shift output is performed by the selective meshing of 25a, 27a, and 29a.

The clutch cam rings 53, 55, 57 of the first to third meshing clutches 47, 49, 51 are formed with cam grooves 65, 67, 69 in the shape of a dogleg. The clutch cam ring 53 of the first meshing clutch 47 is coupled to the counter shaft 5 so that it can rotate integrally. The clutch cam rings 55 and 57 of the second and third meshing clutches 49 and 51 are coupled to the main shaft 3 and can rotate integrally.

The clutch rings 59, 61, 63 of the first to third meshing clutches 47, 49, 51 are fitted and arranged on the outer circumferences of the clutch cam rings 53, 55, 57, and can be moved in the axial direction. ing. Cam protrusions 71, 73, 75 are formed on the inner circumferences of the clutch rings 59, 61, 63 so as to be fitted into the cam grooves 65, 67, 69 and guided.

The clutch ring 59 and the reverse idler 43 are formed with peripheral recesses 81 and 83 to which shift forks 77 and 79, which will be described later, are fitted. The input gear 45 is further formed on the outer periphery of the clutch ring 59. The clutch rings 61 and 63 are formed with peripheral protrusions 89 and 91 to which shift forks 85 and 87, which will be described later, are fitted.

The first to third meshing clutches 47, 49, and 51 are selectively operated by the speed change operation unit 93. The reverse idler 43 is also operated by the shifting operation unit 93.

The shifting operation unit 93 is provided in the transmission case 17, and includes a plurality of shift forks 77, 79, 85, 87, a plurality of shift rods 103, 105, 107, 109, and shift arms 111, 113, 115, It is equipped with 117 and a shift drum 119.

The shift forks 77, 79, 85, 87 are provided in each of the first to third meshing clutches 47, 49, 51 and the reverse idler 43, and the respective meshing clutches 47, 49, 51 and the reverse idler are provided. 43 is interlocked.

Shift rods 103, 105, 107, 109 support the shift forks 77, 79, 85, 87, respectively.

The shift arms 111, 113, 115, 117 are coupled to the shift rods 103, 105, 107, 109, respectively.

The shift drum 119 includes shift grooves 120, 121, 123, 125, and the tip protrusions of the shift arms 111, 113, 115, 117 are engaged with the shift grooves 120, 121, 123, 125. ..

Concavo-convex portions 127, 129 and check portions 131, 133 are provided between the shift forks 85 and 87 sides and the mission case 17 side. Concavo-convex portions and check portions having the same structure are also provided between the shift fork 99 side and the mission case 17 side, but the illustration is omitted.

The uneven portions 127 and 129 are formed on the shift forks 95 and 97 and include chevron positioning recesses 127a, 127b, 127c, 129a, 129b and 129c. The positioning recesses 127a and 129a correspond to the neutral position, and the positioning recesses 127b, 127c, 129b and 129c correspond to the coast meshing position.

The check portions 131 and 133 are supported on the mission case 17 side, and the check balls 131a and 133a are urged by the check springs 131b and 133b to be elastically engaged with the uneven portions 127 and 129. .. By this engagement, the first to third meshing clutches 47, 49, 51 can be positioned at the neutral position and the coast meshing position.

The output of the transmission 1003 is performed from the front differential device 137 that meshes with the output gear 135 of the counter shaft 5.

That is, when the shift drum 119 is rotationally driven by a shift motor (not shown) based on the manual operation signal of the shift lever or the accelerator opening and vehicle speed signal by operating the accelerator pedal, the shift is performed. The shift rods 103, 105, 107, 109 are selectively driven in the axial direction via any of the shift arms 111, 113, 115, 117 by the guides of the grooves 120, 121, 123, 125.

The selective drive of the shift rods 103, 105, 107, 109 causes the first to third meshing clutches 47, 49, 51, or the reverse idler via any of the shift forks 77, 79, 85, 87. 43 is selected. By this selection operation, the 1st gear 19 to 6th gear 29 and the reverse idler 43 are selectively operated, and shift up, shift down, and reverse change can be performed.

When the lower and upper meshing clutches are double-engaged with the speed change operation unit 93 and the first to third meshing clutches 47, 49, 51 by the operation of the speed change operation unit 93, the output torque of the engine is increased. Regardless of this, the internal circulation torque that is inevitably generated in the mechanism causes the torque in the drive direction to work in the upper stage to move the clutch in the direction of deeper engagement, and the lower stage to move the clutch in the neutral direction by the coasting torque to release the engagement. A guide portion G to be provided is provided in each stage.

As described above, the guide portion G is provided with cam grooves 65, 67, 69 and cam protrusions 71, 73, 75 in the first to third meshing clutches 47, 49, 51. The cam grooves 65, 67, 69 and the cam protrusions 71, 73, 75 apply the drive torque and the coasting torque to the first gear 19 at the coast engagement positions of the first to third mesh clutches 47, 49, 51. Coasting only at the disengagement standby position where the transmission is transmitted to the 2nd, 2nd gear 21, 3rd gear 23, 4th gear 25, 5th gear 27, and 6th gear 29 and moved to the disengagement side from the coast meshing position. The meshing can be guided in the neutral direction by the directional torque.

Further, the guide unit G is provided with the moving force transmission mechanism M in the speed change operation unit 93, and the drive slope F described later is provided only on the positive drive torque transmission side of the first to third meshing clutches 47, 49, 51. ing.

The drive slope F can generate a moving force for moving the clutch rings 59, 61, 63 of the first to third meshing clutches 47, 49, 51 to the position of the release standby position by the drive torque. The slope F may be provided on the clutch teeth on the gear side, and the same function can be obtained.

7 and 8 are development views showing a cam groove and a cam protrusion, FIGS. 9 and 10 are perspective views showing a relationship between a clutch cam ring and a clutch ring, and FIG. 11 is a clutch cam ring. FIG. 12 is a perspective view showing a clutch ring.

As shown in FIGS. 7 to 12, a plurality of cam grooves 65, 67, 69 are formed on the outer peripheral surfaces of the clutch cam rings 53, 55, 57 at equal intervals in the circumferential direction. In the cam grooves 65, 67, 69, V-shaped portions 65a, 67a, 69a are formed in the central portion in the axial direction including the portion corresponding to the neutral, and flat portions 65b, 67b, 69b are formed on both sides thereof. It is a thing.

Therefore, when the meshing clutches 47, 49, 51 are located in the non-standby position, the cam protrusions 71, 73, 75 are located on the flat portions 65b, 67b, 69b, so that even if the coasting torque acts, No thrust in the neutral direction is generated and the mesh is maintained.

The cam protrusions 71, 73, and 75 are radially projected from the inner circumferences of the clutch rings 59, 61, and 63 at regular intervals in the circumferential direction, and are fitted into and guided by the cam grooves 65, 67, and 69, respectively. It has become.

Therefore, at the coastal meshing positions of the first to third meshing clutches 47, 49, 51, the cam protrusions 71, 73, 75 are located on the flat portions 65b, 67b, 69b to provide drive torque and coasting torque. It can be transmitted to the first gear 19, the second gear 21, the third gear 23, the fourth gear 25, the fifth gear 27, and the sixth gear 29.

At the disengagement standby positions of the first to third meshing clutches 47, 49, 51, the cam protrusions 71, 73, 75 are located at the V-shaped portions 65a, 67a, 69a, so that the coasting direction is as shown in FIG. The torque can guide the meshing in the neutral direction.

13 and 14 are schematic views showing the relationship with the shift fork, the check portion, and the meshing clutch, FIG. 15 is a developed view of the main part of the clutch ring, and FIG. 16 is the meshing of the dog clutch. (A) is a coastal meshing position, and (b) is a development view of a main part showing a standby meshing position. 13 to 16 show a third meshing clutch. The same applies to the first and second meshing clutches, and duplicate description will be omitted.

As shown in FIGS. 13 to 16, in the third meshing clutch 51, the clutch teeth 51a and 51b of the clutch ring 63 and the clutch teeth 25a and 29a of the 4th gear 25 and the 6th gear 29 are in the circumferential direction. In the arrangement, it has a mutual spacing larger than the tooth width. The circumferential meshing surfaces of the clutch teeth 51a, 51b, 25a, and 29a are formed to be inclined so that the roots of the teeth are slightly narrowed.

At the roots of the clutch teeth 51a and 51b of the clutch ring 63, the drive slope F is formed on the meshing surface that receives the drive torque, respectively.

Therefore, when the third meshing clutch 51 is meshed with, for example, the 6th gear 29 and the driving torque is applied, the clutch ring 63 is moved by the driving slope F as shown in FIG. 16B. At this time, the recess 129b of the shift fork 87 shown in FIG. 14 pushes away the ball 133a, and the spring 133b is pressurized to store energy.

This movement is permitted because the shift groove 125 is appropriately provided with an axial play with respect to the guide of the shift arm 117. Due to this movement, the clutch ring 63 becomes a disengagement standby position that has moved to the disengagement side from the coast engagement position shown in FIGS. 13 and 16A.

Next, when the driving torque changes in the coast direction, the teeth are pressed to the opposite side and separated from the slope F shown in FIG. Therefore, the energy of the spring 133b causes the recesses 129b and the balls 133a to act to bring about the deep meshing state shown in FIG. 16A. In this state, since the cam protrusion 75 shown in FIGS. 2 and 6 is located on the flat portion 69b on the axial end side of the cam groove 69, thrust does not occur in the clutch ring 63.

On the other hand, when the shift to the upper stage is started, since the shift drum 119 shown in FIG. 2 is rotating, the shape of the shift groove 125 in the lower stage eliminates the play with respect to the guide of the shift arm 117 and the coast torque acts. Also holds the detached position. At this time, since the protrusion 75 moves from the flat portion 69b of the cam groove 69 to the slope portion, when the coasting torque is applied to the lower gear due to the engagement of the upper gear, the slope of the cam groove 69 moves in the neutral direction. You can get the thrust component to move. The specific shifting action will be described later.

[Shift up]
FIG. 17 is a schematic view showing the meshing of the 4th gear of the transmission during shift-up, FIG. 18 is a schematic view showing the position of the 4-speed clutch ring waiting for release of the transmission during shift-up, and FIG. A schematic diagram at the end of shifting to the 5th gear, FIG. 20 is a schematic diagram showing that the 4th and 5th gears are in neutral at the time of downshifting.

Here, for the sake of simplicity, the shift-up from the 4th speed (lower stage) to the 5th speed (upper stage) will be mainly described. The same applies to the shift up of other stages. In the figure, the arrow in the drive direction indicates that the main shaft 3 rotates counterclockwise when viewed from the right in the figure.

(4th speed → 5th speed)
17 to 20 show the movement during shift-up. Since the drive torque is applied to the 4-speed clutch tooth 25a in FIG. 17, the clutch ring 63 is in the disengagement standby position as shown in FIG. 18 due to the action of the slope F as described above. That is, the protrusion 75 of the clutch ring 63 at the 4th speed position is located on the slope of the cam groove 69. At this time, when the shift-up operation to the 5th speed is performed by the rotation of the shift drum 119, the shift groove 123 works, and the clutch ring 61 is moved via the shift arm 115, the shift rod 107, and the shift fork 85. Be manipulated. By this operation, the clutch ring 61 meshes with the 5th gear 27, and the 4th gear 25 and the 5th gear 27 mesh with each other at the same time.

At this time, regardless of the engine output torque, coasting torque is generated on the 4th speed side and drive torque is generated on the 5th speed side due to the internal circulation torque due to mechanical inevitability due to simultaneous meshing. Due to the action of the slopes of the cam grooves 69 and 67, thrust is generated in the clutch ring 63 at the 4th speed position in the neutral direction on the right side of the figure and in the clutch ring 61 at the 5th speed position in the direction of deepening the meshing on the right side in the figure. , The respective clutch rings 63 and 61 are moved to predetermined positions, and the shift up to the 5th speed is completed as shown in FIG.

The feature of the embodiment of the present invention is that when the clutch rings 59, 61, 63 move in the axial direction, they rotate in the same manner as the main shaft 3 or the counter shaft 5 due to the action of the slopes of the cam grooves 65, 67, 69. The lower clutch rings 59, 61, 63 are delayed in rotation with respect to the cam rings 53, 55, 57, and the upper clutch rings 59, 61, 63 are rotated earlier. In such a situation, the relative speeds of the clutch teeth 19a, 21a, 23a, 25a, 27a, 29a of the gears of the lower and upper gears rotating in such a situation are eliminated to allow double meshing, and a synchro action is generated to alleviate the shift shock.

[Shift up when the engine brake is working]
If the shift is up while the engine brake is operating, the clutch ring 63 in the 4th speed position shifts without being in the standby position. At this time, the clutch ring 61 meshes with the 5th gear 27 by the shift-up operation, and further coasting torque is applied to the 4th gear, but the clutch ring 63 at the 4th gear position is not in the release standby position, so the neutral direction. No thrust component is generated.

However, (1) the coasting torque during engine braking has a smaller absolute value than the torque during acceleration, and the frictional force acting on the meshing clutch is small. (2) The clutch ring 61 at the 5th speed position generates a strong thrust component force due to the slope action of the cam groove 67.

This thrust is transmitted to the shift rod 109 at the 4th speed position and the shift fork 87 via the shift fork 85 at the 5th speed position, the shift rod 107, and the shift drum 119, and the clutch ring 63 at the 4th speed position. Is driven in the neutral direction on the right side of the figure. Therefore, even in such a case, there is no hindrance to upshifting.

Further, even when the drive torque is applied, the clutch ring 63 is not located in the disengagement standby position when there is no slope F. However, even in this case, the clutch ring 63 can be forcibly moved in the neutral direction by transmitting the force from the shift mechanism at the 5th speed position.

Therefore, the slope F is not indispensable for the present invention, but is for smoothing the shifting.

Further, in this embodiment, the shift operation is performed by the shift grooves 120, 121, 123, 125 (cylindrical cams) of the shift drum 119, but the flat cam or each shift rod is operated by a controlled hydraulic pressure, electric motor, air pressure, or the like. The present invention holds even if it is driven.

[Shift down 5th gear → 4th gear]
When decelerating, there is no need for seamless shift as when accelerating. This is because deceleration is mainly handled by the brake, and the output from the engine is basically irrelevant, so there is no problem even if the drive torque from the engine or the engine brake torque is interrupted. Therefore, as in the case of normal manual transmission, the clutch ring 61 in the upper 5th gear position is first moved to the neutral position shown in FIG. 20 to shut off the power, and then the clutch ring 63 is moved to the 4th gear 25. Shift down by engaging.

With the above, the meshed state shown in FIG. 17 is obtained.

As described above, this embodiment is characterized in that the form of meshing transition is different between shift-up and shift-down. This is because the upper and lower shift rings 61 and 63 are independent and the shift grooves 125 and 123 of the cylindrical cam 119 are linked.

[Shift up 4th gear → 5th gear]
Hereinafter, a mechanism for changing the shift mode between shift up and shift down will be described with reference to FIG. FIG. 21 is an explanation of the operation of the drum groove at the time of upshifting and downshifting.

At 4th gear shown in FIG. 17, the shift arm 117 and shift arm 115 are at positions 115a and 117a shown in FIG. When the shift drum 119 rotates from top to bottom toward the front side of the drawing for shift up, the shift arm 115 moves from the positions 115b1 to 115b2 and 115c due to the slope 123a of the shift groove 123. At this time, double meshing occurs, and the shift arm 117 automatically moves from the position 117b1 position to the position 117b2 by the action of the slope of the cam groove 69 of the cam ring 57 and becomes neutral. Further, the rotation of the shift drum 119 shifts to the position 117C. This completes the shift up from 4th gear to 5th gear.

[Shift down 5th gear → 4th gear]
When the clutch is engaged in the 5th speed, the shift fork 117 is held in the neutral position by the check unit 133 as shown in FIG. Even if the shift drum 119 rotates and the shift groove 125 is at the position 117b2 in FIG. 21 with respect to the shift arm 117 and there is play in the axial direction, the shift arm 117 is neutral at the position 117b2 due to the check unit 133. Is held in.

On the other hand, the shift arm 115 shifts from the position 115c to the position 115b1 and becomes neutral in both the 4th and 5th speeds as shown in FIG.

When the shift drum 119 further rotates, the shift fork 117 shifts from the position 117b2 to the position 117a, the clutch ring 63 meshes with the clutch teeth 25a of the 4th gear 25, and the shift down is completed as shown in FIG.

[Shift shock mitigation mechanism]
The mechanism of shift control of the transmission 1003 and shift shock mitigation by the start clutch control will be described in more detail. In this case, for the sake of simplicity, the time of shifting up from the 4th speed to the 5th speed will be described.

When shifted to the 4th speed side, the 4th speed gear 25 and the main shaft 3 are rotating at a constant speed. Further, the 5th gear 27 rotates slower than the main shaft 3.

In the case of a normal transmission, if the gear is suddenly shifted up to the 5th speed in this state, the 5th gear 27 instantly rotates in the same rotation as the main shaft 3, a huge angular acceleration is generated, and an impact torque is generated.

On the other hand, in the seamless shift transmission 1003, which is premised on the embodiment of the present invention, such impact torque is not generated.

That is, the clutch ring 61 is operated to the right in the drawing via the shift fork 85 for upshifting, and at the same time, the clutch ring 63 is operated to the right by the shift fork 87. Therefore, the moving speed of the protrusion 75 on the 4th speed side and the slope effect of the bent shape of the cam groove 69 cause the cam groove 69 side connected to the main shaft 3 to rotate faster. Therefore, the rotation of the 4th gear 25 is relatively slower than the rotation of the main shaft 3, and is closer to the rotation of the 5th gear 27.

On the other hand, the rotation speed of the protrusion 73 on the 5th speed side is increased by the cam groove 67, and the rotation speed of the 5th gear 27 rotating in the same rotation as the protrusion 73 is closer to the rotation of the 4th gear 25. As described above, the synchro effect is generated by the above action.

Further, when the clutch ring 61 on the 5th speed side continues to move, the protrusion 73 of the clutch ring 61 moves to the flat portion of the cam groove 67, and the clutch ring 63 on the 4th speed side is disengaged, and the clutch ring 63 on the 4th speed side is disengaged. The clutch ring 61 is completely engaged, and the rotation of the 5th gear 27 is the same as the rotation of the main shaft 3, and the shifting is completed.

As described above, the synchro action between the protrusions 73 and 75 and the slopes of the bent cam grooves 67 and 69 and the sliding friction between the protrusions 73 and 75 and the cam grooves 67 and 69 absorb the shift shock and enable smooth shifting. It will be possible.

However, even in such a so-called seamless shift transmission 1003, some shift shock remains at the initial stage of shift. In particular, if the engine speed is high and the difference in engine speed before and after shifting is large, the shifting shock may increase even in the synchronization function between the cam grooves 65, 67, 69 and the protrusions 71, 73, 75.

That is, when driving with the 4th gear 25, the 5th gear 27 rotates faster than the main shaft 3 due to the gear ratio. When the shifting operation on the 5th gear 27 side is started by shifting from this state, the protrusion 73 on the 5th gear side is pressed against the concave curved surface side of the cam groove 67 by the drive torque, and the 5th gear 27 and the clutch ring 61 are separated from each other. , The relationship similar to that shown in FIG. 16 (a) is instantly changed to the relationship similar to that shown in FIG. 16 (b).

Therefore, when the protrusion 73 on the 5th speed side is pressed against the concave curved surface side of the cam groove 67, a collision force is generated, resulting in a shift shock. The shock due to this collision is almost immediately absorbed by the smooth guide and frictional force of the protrusion 73 by the cam groove 67, but remains as an instantaneous shock at the transition to the synchro function by the cam groove 67 and the protrusion 73.

Therefore, the above-mentioned shift control and start clutch control are performed.

Here, when the driving force of the main shaft 3 is momentarily removed, even if the protrusion 73 collides with the concave surface side of the cam groove 67, there is almost no driving force on the main shaft 3, so that a shock is hardly generated and is large. It will be suppressed.

However, if the driving force is simply removed, the pressing force of the protrusion 73 against the concave side of the cam groove 67 disappears, and the start timing of the guide accompanied by the frictional force of the protrusion 73 by the concave side of the cam groove 67 is momentarily delayed. It will cause a break in torque.

Therefore, if the clutch pressing force is loosened until the start clutch 1005 starts slipping at the 4th speed immediately before shifting, no further torque can be transmitted, so even if the synchro action is slightly insufficient, no shock torque is generated. , Smoother shifting is possible.

Then, if the main shaft 3 is coupled to the crankshaft 1015 by 100% coupling of the start clutch 1005 after the shift is completed, the series of shift operations is completed.

Further, the coupling of the start clutch 1005 can be completed in a situation where the slip speed difference of the start clutch 1015 according to the shift stage is extremely small, and the shift can be smoothly performed with a small shock and almost no interruption of torque. it can.

Such an action is the same in the shift-up of other stages 1st speed → 2nd speed, 2nd speed → 3rd speed, 3rd speed → 4th speed, 5th speed → 6th speed, and the cam groove is applied according to the shift stage. And the sliding speed of the starting clutch can be controlled so that the synchro function by the protrusions works properly.

1001 Shift control system 1003 Transmission 1005 Start clutch 1007 Controller (control unit)
1009 Shift actuator 1011 Clutch actuator 1025 In-put rotation speed sensor 1027 Out-put rotation speed sensor 3 Main shaft (driving force transmission shaft)
5 Counter shaft (driving force transmission shaft)
19 1st gear (transmission gear)
21 2nd gear (transmission gear)
23 3rd gear (transmission gear)
25 4th gear (transmission gear)
27 5th gear (transmission gear)
29 6th gear (transmission gear)
47 1st meshing clutch 49 2nd meshing clutch 51 3rd meshing clutch 59, 61, 63 Clutch ring G Guide section

Claims (3)

It is a shift control system that shifts gears by switching the meshing clutch while transmitting the driving force.
A start clutch that transmits and outputs torque from the engine by tightening adjustment,
Each meshing clutch of the multi-stage transmission gears that are rotatably supported by the driving force transmission shaft is selectively switched under the driving force transmission state, and the transmission output from the starting clutch is changed and output.
A clutch actuator that engages and adjusts the starting clutch,
A shift actuator that switches the meshing clutch by a shift instruction signal, and
An input rotation speed sensor that detects the input rotation speed of the start clutch, an output rotation speed sensor that detects the output rotation speed, and an output rotation speed sensor.
The clutch actuator is controlled by the input of the shift instruction signal to reduce the engaging force of the starting clutch, and when the detected input / output rotation speed of the starting clutch is different, the shift actuator engages the clutch actuator. Equipped with a control unit that selectively switches the clutch,
The dog clutch couples the plurality variable gear meshed with axially movable selective engagement of a plurality equipped are clutch teeth on said drive force transmitting shaft to the speed change gear of the driving force transmission shaft Equipped with multiple clutch rings
The shift actuator switches the selective engagement of the clutch ring with the transmission gear.
When a pair of the plurality of clutch rings is simultaneously meshed with the lower and upper stages of the plurality of transmission gears, the direction of disengagement with respect to the clutch rings simultaneously meshing with the lower stage of the transmission gears. A guide portion is provided between each clutch ring and the driving force transmission shaft to separately generate the axial force of the above and the axial force in the meshing direction with respect to the clutch ring that simultaneously meshes with the upper stage of the transmission gear .
When there is a difference in the input / output rotation speed of the starting clutch, internal circulation torque is generated by the simultaneous meshing, and the clutch ring that simultaneously meshes with the lower stage of the transmission gear has the guide portion due to the coasting torque. Is applied to generate an axial force in the disengagement direction, and the guide portion is acted on the clutch ring that simultaneously meshes with the upper stage of the transmission gear by a torque in the drive direction to cause an axial force in the meshing direction. Causes
The control unit suppresses an increase in the difference in input / output rotation speed of the start clutch from the time when the difference in input / output rotation speed of the start clutch occurs until the guide unit operates. Control the output of
A shift control system characterized by this. The shift control system according to claim 1.
The control unit outputs the engine so that the difference in the input / output rotation speed of the start clutch is less than the set value between the time when the difference in the input / output rotation speed of the start clutch occurs and the time when the guide unit operates. To control,
A shift control system characterized by this. The shift control system according to claim 1 or 2.
The control unit fixes the control of the clutch actuator from the time when the input / output rotation speed of the start clutch is different to the time when the guide unit operates.
A shift control system characterized by this.

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