JPS5846247A - Compound clutch type multistage gear transmission - Google Patents

Abstract

PURPOSE:To obtain an accurate operation manner and a simple structure by controlling an electromagnetic valve group controlling a plurality of fluid type clutch actuators and the like by a manipulation signal from a control circuit supplied with a position signal of a shift lever, a vehicle speed signal and an engine load signal. CONSTITUTION:The supply of oil pressure to first and second actuators 8 and 12 for actuating a first clutch 5 and a second clutch 6 is controlled by means of first and second electromagnetic valves 60 and 61. The first and second electromagnetic valves 60 and 61 are connected to a pressure line 34a connected to actuators 8 and 10 through passages 65 and 66, on another. The supply of oil pressure to first and second speed change cylinders 20 and 23 is controlled by the first and second speed change electromagnetic valves 63 and 64. Each of electromagnetic valves is controlled by a control signal of the control circuit 53 supplied with a signal S1 from the shift lever L, a vehicle speed sensor signal S3 and an engine load sensor signal S2.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a clutch control device in a multi-gear transmission;
In particular, the present invention relates to a clutch control device for a compound clutch multi-stage gear transmission equipped with a plurality of clutches.

The most common multi-gear transmission for automobiles is
This is a synchronous mesh transmission that is classified as a countershaft type transmission. This type of transmission consists of an input shaft that is connected to the engine drive shaft via a clutch, and a group of multi-stage speed change gears that connect the input shaft to the output shaft. When changing the engagement of a freight car in order to change the clutch, it is necessary to disconnect the clutch each time and disconnect the input shaft from the engine drive shaft. You must release the pedal to close the engine throttle valve. This not only complicates operation in the case of manual transmission, but also poses an obstacle when applying this type of transmission to an automatic transmission.

Gear transmissions suitable for automatic transmissions include those that have multiple gear trains that are always in mesh and pressurize any one of the gear trains to be selected by operating a clutch or brake. This type of transmission using a planetary gear mechanism is widely used in automatic transmissions.

However, planetary gear mechanisms have disadvantages in terms of weight and efficiency, and require the use of a torque converter for use in automatic transmissions.

A countershaft type transmission is also known in which it is not necessary to close a carrot throttle valve each time the meshing is changed. Sunawachi, magazine “AUT”
The transmission described on page 1j of the OCARJ / 9g issue of March 9, 2013 has one input shaft arranged coaxially, and each input shaft is separately provided. The input shaft is connected to the drive shaft, and one input shaft is provided with 1 speed and 3 speed change gears, and the other input shaft is provided with 1 speed and 2 speed change gears,
For example, when one input shaft is connected to the engine drive shaft and the transmission gear on that shaft, such as the /speed or 3rd speed transmission gear, is in clutch mode, the clutch on the other six input shafts is disconnected. During this period, the meshing of the nine speed change gears on this input shaft, for example, the first speed or second speed, is completed, and then at an appropriate time the clutch on one of the input shafts is disengaged, and the clutch on the other input shaft is disengaged. It has a structure such that it is connected. Theoretically, the number of input shafts is not limited to one, but may be three or more, in which case the same number of launches as input shafts are provided, and one The provided speed change gears may be arranged so that they are not adjacent to each other in the speed range.

The present invention provides a transmission of the type described above, that is, a compound clutch type multi-stage gear transmission, in which the operation is H! iI! The object of the present invention is to provide a transmission that is large and has a simple structure.

The present invention includes a plurality of input shafts, a plurality of clutches for coupling each of the input shafts to an engine drive shaft, and a plurality of clutches coupled to each input shaft for coupling each of the input shafts in driving relation to an output shaft. Composite clutch type multi-stage gear transmission 41 consisting of one or more sets of transmission gears and transmission gears on the same manual shaft that do not overlap with each other in the transmission gears! In this method, the clutch actuator for controlling the engagement and disengagement of each clutch and the cost-linked actiniator for selecting the transmission gear of each input shaft are each of the Korean type, and the control of the supply of pressure fluid to these actuators is as follows: A solenoid valve group and a fluid valve that connects and disconnects communication between the solenoid valve group and the noodle supply source. This fluid valve is slidably operated by a manual operation lever. The operating position of this manual operating lever is detected by a shift switch, and this shift switch generates a shift position signal indicating this operating position. This shift position signal is sent to the control circuit along with the vehicle speed signal and engine load signal.
Based on these signals, this control circuit generates operation signals for controlling the operation of the electromagnetic valve group for development, stop, and automatic speed change control.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic diagram showing the entire transmission, in which a first input shaft 2 is mounted on a drive shaft lb extending from a crankshaft 1a of an engine 1.
and gJ input shafts 3 are rotatably arranged, and an output shaft 4 is provided parallel to these input shafts 2.3. The first input shaft 2 is connected to the first clutch 5, and the first input shaft 3 is connected to #!
The clutches 6 are connected to the engine drive shafts 1b, respectively. The first clutch 5 is preferably a dry clutch with a large torque transmission capacity, and a first clutch operating lever 7 is provided to control the connection and disconnection of the first clutch 5.

The operating lever 7 is a hydraulic drop clutch actuator 8
The clutch actuator 8KR
When body pressure is applied, the body operating lever 7 operates the first clutch 5 in the connecting direction.

The second clutch 6 is preferably a relatively small wet type clutch, and a co-clutch operating lever 9 is provided to control the engagement and engagement of this clutch 6. Operation Renogu-9
is actuated by a fluid-type first actuator 10, and when fluid pressure is supplied to the actuator 10, the gill operation lever 9 actuates the second co-clutch 6 in the connecting direction.

On the first input shaft 2, a drive gear 11a for the first series and a drive gear 12a for the third series are arranged rotatably, respectively, and these drive gears 118 and 12 are provided in a fixed relationship with the output shaft 4. driven gears 11b of the first speed and third speed,
12b, respectively. Furthermore, the first input shaft 2
A reverse driving gear 13a is rotatably arranged above, and this gear 13a is in contact with a reverse driven driven gear 13b on the output shaft 4 via an intermediate gear 130. On the first input shaft 2, a drive gear 14 for the first speed and a drive gear 15a for the second speed are rotatably arranged, respectively. Co-speed driven gear 1
4b and the second speed driven gear 15bK are in mesh with each other.

On the first input shaft 2, a transmission hub 16 is provided between the gears 11!1.12-. The hub 16 is spline-engaged with the first input shaft 2 and rotates together with the first input shaft 2, but is arranged so as to be movable in the axial direction.・□
At both ends of the hub 160, meshing teeth 17a, 18aK are formed on the hub portions of the gears 11a, 12m, respectively, and meshing teeth 17b, 118b are formed for meshing and locking, so that the hub 16 can be moved along the input shaft 2. Accordingly, the hub 16 can be engaged with either of the gears 118, 126, and the first input shaft 2 can be coupled to one of the gears 11a, 12a. A shift fork 19 is provided to operate the speed change hub 16, and this shift fork 19 is connected to the piston 20m of the seventh speed change cylinder 20. Similarly, on the second input shaft 3, a gear shifting hub 21 having the same configuration as the gear shifting hub 16 is arranged between the gears 14as15a, and the outer hub 21 is connected to the inner gear shifting cylinder via the shift fork 22. It is operated by the piston 23a of 23.

*/A gear shift gear 24 for the reverse gear 13- is further provided on the input shaft 2, and this hub 24 is connected to the piston 2 of the third gear shift cylinder 26 via a shift fork 25.
6a.

An output gear 27 is further provided on the output shaft 4, and this output gear 27 is engaged with the input gear 28- of the differential gear 28. An oil pump 29 is provided at the end of the drive shaft 1b, and hydraulic oil discharged from the oil pump 29 is sent to a pressure line 31 through a pressure regulator 30.

FIG. 2 shows a hydraulic circuit for speed change control, in which a wire/speed change valve 32 controls the supply of oil pressure to the first speed change cylinder 20. A second speed change valve 33 is provided for controlling. The seventh speed change valve 32 consists of a valve hole 32a and a granger 32k) that slides inside the valve hole 32a, and is connected to a forward pressure line 34 near the center of the side of the valve hole 32a.
A piston 2 is formed on both sides of the port 32G.
Ports 32b and 326 communicating with the cylinder 20 are formed on both sides of the cylinder 0a. Plunger 32
t) connects I-) 32c to one of the ports 32d or 32. by moving axially. The granger 32b is pushed in one direction by the spring 32f, and in that position, the /-) 32C is screwed into the /-) 326, and the piston 20B is connected to the speed/speed information 118 on the first input shaft. It is held in a position where it connects to 2. A pressure chamber 32g is formed at the end opposite to the spring 32f, and when pressure is introduced into this pressure chamber 32g, the sylanger 32b is deflected against the spring 32f, and is deflected by /-132ct-/-)32 (connected to 1. In this position, the piston 208 is moved in the opposite direction and the third speed gear 12a is coupled to the first input shaft 2. It is composed of
Corresponding parts are indicated with the same subscripts. When hydraulic pressure is not introduced into pressure chamber -33g, #-)3
3C communicates with port 33d, and second speed gear 14a is coupled to first input s3. When hydraulic pressure is introduced into the pressure chamber 33g, the /-to 33C communicates with the /-) 33e, and the ninth
A speed gear 158 is coupled to the second input shaft 3 .

In order to control the engagement and disengagement of the clutch 5.6, the first control valve 3
5 and a second control valve 36 are provided. The first control valve 35 includes a valve hole 35a and a syringe 35k).
On the side of 5a, there is a port 3 that communicates with the transmission hydraulic passage 37.
5c is formed.

The passage 37 is connected to the pressure line 34 via a speed change control solenoid valve 38. A port 35 is located at one end of the valve hole 35δ.
d is formed, and this four-tooth 35d is connected to the first passage 39 through the passage 39.
For clutch operation! /Communicates with actuator 8. A spring 356 is arranged at one end of the syringe 35b,
This spring 3511 pushes the plunger 35b toward one end.

A piston 40 is provided to move the plunger 35b against the spring 35e. The passage 39 for supplying hydraulic pressure to the first actuator 8 is located at the side of the valve hole 35s.
35fK is connected, and this? -To 35f is silanja 3
5b opens and closes the side drain f-to 3≦g. That is, the plunger 35b is moved to II by the action of the spring 35e.
! , when pushed to the left in Figure 2, port 35? The hydraulic oil in the passage 39 is released to the oil tank by opening to the drain 35g, but when the drain 35b is pushed to the right, this I-t 35f is opened to #!
It is blocked from the 35g port.

The first control valve 35 has the same configuration as the first control valve 35, and the same parts are indicated with the same suffixes. In order to push the plunger 36b against the spring 36eK, a piston 41 is provided, and the bows 36d, 36f of the valve hole 36a are connected to the second core actuator 10 by a passage 42.

In order to control the supply of hydraulic pressure to the pistons 40 and 41,
A clutch control solenoid valve 43 is provided.

This solenoid valve 43 has hydraulic input yW-) 43a and 14/output boat 43b and first output boat 438.
The output capo) 43b is attached to the piston 40, and the output capo 43b
3C are respectively connected to the piston 41. The input capo 4351 is connected to a control pressure circuit 44, and the circuit 44 is connected to the pressure line 34aK via a pressure control valve 45. The pressure line 34a is connected to the pressure line 34 by a check valve 46 that opens only on the side of the line 34a.

A linear control pilot valve 47 is provided to control the pressure 111j control valve 45. The pilot valve 47 receives the hydraulic pressure from the pressure line 34a, forms hydraulic pressure proportional to the input current value, and supplies the hydraulic pressure to the pressure control valve 45, thereby supplying the control pressure circuit 44 with a pressure proportional to the input current value of the valve 47. form.

The control pressure fight w544 is caused by the orifice 48.49.
These are connected to valves 35, 36/-) 35h and 36h, respectively. -135h, 36tl are connected to ports 35f, 36f, respectively, when plungers 35t), 36b are moved against the action of springs 35, 36.

The valve hole 35aK of the seventh control valve 35 is formed with a port 351 that communicates with the port 35C at the position where the syringe 35b is pushed by the spring 35.

Similarly, the valve holes 36 and 36 of the first control valves 3 and 6 are also
- is formed. /-) 351 is connected to the pressure chamber 32gK of the speed change valve 32, and the pressure chamber 32g is connected to the pressure chamber 32eK via the orifice 49. Similarly,
The port 36I is connected to the pressure chamber 33gK of the speed change valve 33,
The pressure chamber 33g passes through the orifice 50/-)33e[
It is connected. The valve hole 35 of the first control valve 35 is /4
The end on the spring 35 side is connected to a hydraulic passage 42 to the second clutch actuator 10, and the plunger 3Sb is pushed in the direction in which the spring 35110 acts by the pressure within the clutch actuator 42. Similarly, the valve hole 3 of the first control valve 36
6a, the end of the spring 360 is connected to the hydraulic passage 39 to the first clutch actuator 8.

A reverse pressure line 51 is connected to the third shift cylinder 26 for reverse control, and this line 51 is connected to the check valve 46.
The pressure line 34aK is connected via a. The pressure line 31 from the oil pump 29 is connected to the shift pulp 52
When the shift pulp 52 is in either position 3.2, line 41 is connected to line 34, and when it is in the R position, line 31 is connected to line 51. connected to. shift pulp 5
2 is adapted to be manually slid and operated by a manual shift operation lever.

Reference numeral 53 indicates a control circuit, and this control circuit 53 includes information about the operating position of the shift operation lever L, that is, the shift pulp 5.
Shift switch D11 that detects the position of 2 Vehicle speed sensor 0
2, and an engine load sensor 03 are connected.

The control circuit 53 receives a shift position signal 81. from the shift switch D1. The car engine load signal S8 is input, and according to these signals S1.52%S8, the valve 88.48.4?
controls the supply of current to the solenoid. The solenoid of the valve 47 receives a vehicle speed signal sB and an engine load signal S8.
A current corresponding to the current is supplied, and a hydraulic pressure corresponding to the current is generated in the hydraulic pressure circuit 44. Shift pulse f52 is O
When in the position, pressure is applied to the lines 84, 848, and the pressure in the line 84 acts on the first actuator zO through the first shift valve 82, causing the first speed gear 11m to move to the first input shaft. Combine with 2. At this point, the current Q1 applied to the electromagnetic valve 48 is zero, as shown in FIG. 3, and the valve 48 opens the port 48a to the port 48b. The current Q applied to the solenoid valve 88 is also zero, as shown by ct in Fig. 3 (this effect is caused by the fourth
In the flowchart in the figure, it corresponds to step f401),
Valve 88 is closed.

Is it a pilot valve command when the accelerator pedal is not depressed? The current Q supplied to is zero, as shown by , and no pressure is generated in the passage 44 .

Therefore, both clutch actuators 8, 10 are in the disconnected state.

When the accelerator pedal is depressed, the current supplied to the pilot valve 47 in accordance with the depression is shown in FIG. 3 Kb2.
This action corresponds to step 402 in the flowchart of FIG. 4, as shown in FIG. ), the pressure in the passage 44 also increases accordingly. This pressure is f-)43a
, 43bt- to the piston 40, and the pressure in the passage 44 is directed into the passage 39 to move the plunger 351 of the valve 35, which causes the first clutch actuator 8 to actuate in FIG. 3d.

Connect as shown. At this time, the pressure in the line 34 is led to the second speed change cylinder 23 through ports 33c and 33d of the valve 33, and the second speed gear 14a is connected to the first input shaft 2. When the speed increases and reaches a value suitable for shifting, the current supplied to the pilot valve 47 increases.
decreases as follows and applies to the first clutch actuator 8,
Since the applied oil pressure also decreases as shown by d2K, the first clutch 5 enters the cow clutch state.

Here, since current is supplied to the solenoid valve 43 as shown by a, the pressure in the passage 44 is /-) 43a.

43c to the piston 41, causing the plunger 36b of the valve 36 to move against the spring 36e. Pressure in passage 44 is then supplied to passage 42, actuating second clutch actuator 10 to connect second clutch 6 to a half-clutch position, as indicated by g. Then, the current supplied to the valve 47 rises again as shown by b4, so the pressure in the passage 44 rises, and the third co-clutch 6 is completely connected as shown by g. During this time, the pressure in the passage 39 to the first clutch actuator 8 is gradually discharged from /-) 35f, 35g, so that the first clutch 5 is in the disconnected state as shown by d, and becomes greater than 0. Clutch switching command by K Ql, Q2 (this action is shown in step f4 in the flowchart)
Corresponds to 03. ) Automatic gear shifting is performed.

While traveling at 1iL speed, under appropriate speed conditions, solenoid valve 3
8 is applied with a current as shown by C2, and the valve 38 is opened, so that pressure is supplied from line 34 to line 37, and this pressure is applied to valve 35 at 4! - Valve 32 through port 35c351
pressure chamber 32g. For this purpose, the plunger 32b of the valve 32 is moved to the right of the second prisoner, "-
) 32C is connected to boat 32eK. Therefore, the transmission cylinder 20 operates in the opposite direction, and the third speed gear 12
a is coupled to the first input shaft 2. Since the pressure of the $-t 32e is also given to the pressure chamber 32gK via the orifice 49, the /-) 351 of the valve 35 is yt'! -) The position of the valve 32 remains unchanged even after being shut off from the valve 35c. As described above, from this state in which the speed change gear is selected by the gear change command KQ (this action corresponds to Stella 7'404 in the flowchart of Fig. 1), Q is selected at an appropriate speed. a2 to a, K% Q
2-1) The connection of the second clutch 6 is broken by the E b, Kara b, Ki conversion command (this action corresponds to step 403 in the 70-chart of FIG. 4), and the second clutch 6 is disconnected. The first clutch 5 is connected and the third gear is driven, which is the same as when switching to the J/clutch, so a detailed explanation will be omitted. During this clutch switching, when the plunger 35b of the valve 35m moves to the middle position and the II-) 35c is closed, the solenoid valve 38
Because the current to line 37 is cut off as shown at C3
Although the pressure of the third speed gear decreases, the locking of the third gear is maintained due to the pressure applied to the pressure chamber 92tiK from the orifice 49. While driving in 3rd gear, Q5 changes from Cs to C4 (this action is the 4th gear change command).
This corresponds to step 404 in the 74-chard in the figure. )
When the electric current is applied to the solenoid valve 38 again, the piston 23a of the gear shift cylinder 23 is driven in the opposite direction, and the gear 15a for the first shift is connected to the first shift gear 3. , the operation is the same as when switching from the spiral gear to the third gear, so a detailed explanation will be omitted.

In addition, Q changes from as to "4 K s Q The automatic shifting is also the same as the automatic shifting to each speed described above, and a detailed explanation thereof will be omitted.The above explanation is about the shifting action in the downshifting direction, but the shifting action in the downshifting direction is ,,Q5
The basic operation is the same except that the change in the signal is reversed. The transmission operation explained above is shown in a flowchart in FIG. The code SW in the comment is the solenoid valve 3B, 4.
3.47 are manually operated switches, and the symbol SW2 is a switching inch that changes the connection between these switches SW and each solenoid valve. Further, the control circuit 53 outputs a shift position signal S from the shift switch 01 when the downshift 52 is in the 2.3 range according to the steps f405 to 409.
1, and under special conditions step 403 or 4
An action pipe is also used to jump 04 and stop the shift at λ speed or 3rd speed.

Figure S shows another embodiment of the present invention, in which corresponding parts are designated by the same reference numerals as in the previous example.

In this example, the hydraulic pressure supply to the seventh actuator 8 following actuation of the first clutch 5 is controlled by the first solenoid valve 60, and the hydraulic pressure to the second actuator lO for actuation of the second clutch 6 is controlled by the first solenoid valve 60. The supply is controlled by a first solenoid valve 60). The first and first solenoid valves 60.61 are connected to the pressure line 34aK via the cut valve 62 on the one hand, and to the actuator 8, IOK via the passage 65.66 on the other hand. Hydraulic pressure supply to the first speed change cylinder 20 for switching between the first speed and the third speed is controlled by the iris/speed change solenoid valve 63. Hydraulic pressure supply to the cylinder 20 is controlled by a first speed change solenoid valve 64. Valves 63, 64 are both connected to pressure line 34. The cut valve 62 is closed when energized and opened when de-energized. The first R speed solenoid valves 63, 61 are opened when excited. The first R speed solenoid valve 63 couples the first gear tooth 11- to the first input shaft 2 in an energized state, and couples the third gear tooth 12at to the first input shaft in a non-energized state. The first R speed solenoid valve 63 is coupled to the coaxial speed gear 14at-first input shaft 3 in an energized state, and couples the first gear tooth 11 to the first input shaft 3 in a non-energized state.

FIG. 6 is a chart similar to FIG. 3 showing speed change control, in which the currents to the eleventh and second solenoid valves 60 and 61 are Ql and Q4, and the current to the first speed change solenoid valves 63 and 64 is The current is Q.
Each is indicated by Q.

Further, the current flowing to the cut valve 62 is indicated by Q.

These currents Q1, Q2, Ql, Q4, and Q are given from the control circuit 53. When starting, the electric power ft Qs to the cut valve 62 is cut off, and at the same time, the first
A current Q is supplied to the solenoid valve 60 (Q.

8□) and connect the first clutch 5. At this time, when the first clutch 5 is halfway connected, an excitation current Q is temporarily supplied to the cut valve 62 (Qs is set to e), and the clutch connecting operation is temporarily controlled as shown in FIG. Preferably, it is interrupted. (This action corresponds to step f701 in the flowchart of FIG. 7) When the first clutch 5 is connected and the vehicle is developed, and conditions suitable for shifting are reached, the current Q to the first solenoid valve 60 is cut off. , the electric current fII1. to the second solenoid valve 61. Q4 is given.

Therefore, the first clutch 5 is disconnected for maintenance, and the second clutch 6 is gradually connected.

At this point, the second speed input gear 14a is connected to the second input shaft 3.
9, and second speed operation is performed. During running in the second speed, the current Q2 to the first speed change solenoid valve 63 is cut off, and the gear on the first input shaft 2 changes from the first speed gear 11m to the I
The gear 12a is switched to N and 3rd gear. Similarly, Q from the control circuit 53 is applied to a2 to a, and Q4 is applied to d.
, clutch switching command that changes from ~d4 (this action corresponds to step f702 in the flowchart of Fig. 7)
A gear change operation is performed by the signal , and a signal of a gear change command (this action corresponds to step 703 in the flowchart of FIG. 7) in which Q2 changes from b1 to b2 and from Q to C1 to C2. The above-described operation of the automatic transmission of the second embodiment is shown in a flowchart in FIG. In addition,
In this flowchart, step 70 performs the same operation as steps 405 to 409 in the flowchart of the agq diagram.
There are 5 to 709.

As explained above, according to the present invention, efficient automatic gear shifting can be performed with a simple structure.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a transmission showing an embodiment of the present invention, FIG. 2 is a system diagram of a hydraulic circuit for speed change control, FIG. 3 is a chart showing operations for speed change control, and the second cause is the second cause. FIG. 6 is a flowchart showing the speed change operation by the hydraulic circuit shown in FIG. 3 is a flowchart showing a speed change operation by the hydraulic circuit of FIG. 2... Seventh input shaft, 3... First input shaft, 4... Output shaft, 5... First clutch, 6... Second clutch,
8... First actuator, 10... Second actuator, 32... First speed change valve, 33... Second speed change valve, 35... Seventh control valve, 36... First control Ben, L.
...Manual shift operation lever, 01...Shift switch, D2...Vehicle speed sensor, 03...Engine load sensor. Patent issuer Toyo Kogyo Co., Ltd.

Claims (1)

[Claims] a plurality of input shafts, a plurality of clutches for coupling each of the input shafts to an engine drive shaft; and a plurality of clutches assembled to each input shaft for coupling each of the input shafts in driving relation to an output shaft. The transmission gears on the same manual shaft are composed of multiple transmission gears that are not adjacent to each other in the gear stage, and torque is transmitted by selecting the transmission gear combined with each input shaft. A fluid clutch actuator for switching paths, a plurality of fluid clutch actuators for intermittent operation of each of the clutches, a group of electromagnetic valves for controlling the supply of fluid to each actuator, and a manual shift operation lever. a fluid valve that is operated in a forward motion to connect and disconnect communication between the electromagnetic valve group and a fluid supply source; and a shifter that detects an operating position of Δ- during the shift operation and generates a shift position signal indicating this operating position. A control circuit is provided that receives the shift position signal, -vehicle speed signal, and engine load signal and generates an operation signal for controlling the operation of the solenoid valve group for start, stop, and automatic shift control. Composite clutch type multi-stage gear transmission.