JPS6293553A - Speed change control device for combined clutch type multi stage gear transmission - Google Patents

Abstract

PURPOSE:To enable a gear to be prevented from damage due to switching the gear to be meshed, by holding a gear selecting actuator of an input shaft in the present condition when a clutch is connected. CONSTITUTION:An output of an AND circuit is connected with a memory circuit, and the memory circuit generates an output Q2. This circuit constitutes a holding means, and when an electric current Q1 or Q4, actuating the first clutch 5 or the second clutch 6, is supplied, the electric current Q2 or Q3 to the first speed change solenoid valve 63 or the second speed change solenoid valve 64 is held in a condition left as it is. Accordingly, no possibility is generated of switching a speed change gear on an input shaft connected with an engine driving shaft during running, and a gear is prevented from damage.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a clutch control device ξ in a multi-gear transmission.
In particular, the present invention relates to a clutch control device for a composite clutch type multi-throw gear transmission having 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 multi-stage gear group for connecting the input shaft to the output shaft. When changing the meshing of the gears, it is necessary to disconnect the clutch each time and disconnect the input shaft from the engine drive shaft, and each time the clutch is disconnected, the accelerator pedal must be released. the engine throttle valve must be closed. 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. Let's use a ratchet transmission suitable for an automatic transmission, and then provide a plurality of gear trains that are always in mesh, and select any one of the gear trains by operating a clutch or a knob. This type of transmission using a planetary gear mechanism is widely used in automatic transmissions.

However, planetary gear mechanisms are disadvantageous in terms of size and efficiency, and require the use of torque converters when used in automatic transmissions.

A countershaft type transmission is also known in which it is not necessary to close an engine throttle valve each time the meshing is changed. That is, the magazine rAIJ
The transmission described on page 15 of the March 29, 1980 issue of TOcARJ has two input shafts arranged coaxially, and each input shaft is connected to the engine drive shaft by a separately provided clutch. It is now connected,
One input shaft is provided with 1st and 3rd speed gears, and the other input shaft is provided with 2nd and 4th gears. For example, one input shaft is connected to an engine drive shaft, and the shaft ``When the second transmission gear, for example, the 1st or 3rd gear, is in mesh, the clutch on the other input shaft is disconnected, and during this time the variable gear on this input shaft, for example, the 2nd or 4th gear, is in mesh. After the meshing of the speed change gears is completed, the clutch of the one input shaft is disengaged at an appropriate time, and the clutch of the other input shaft is engaged. Theoretically, the number of input shafts is not limited to two, but may be three or more, in which case the same number of clutches as input shafts are provided, and the clutches are provided on each input shaft. It is sufficient that the shifted gears are not adjacent to each other in the gear position.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a transmission of the above-mentioned type, that is, a multi-stage gear transmission with a multi-clutch type, in which reliability of operation can be guaranteed.

That is, the present invention includes a plurality of input shafts, a plurality of clutches for connecting each of the input shafts to an engine drive shaft,
one or more sets of transmission gears associated with each input shaft for drivingly connecting each of the input shafts to the output shaft, each set of transmission gears on the same input shaft being adjacent to each other in a gear position; In a compound clutch type multi-stage gear transmission consisting of a speed change gear (':::), a holding means is provided for holding the speed change gear on the input shaft on the connected clutch side in its current state when any clutch is connected. The transmission of the present invention has a clutch actuator for engaging and disengaging each of the clutches, a gear selection actuator for selecting a transmission gear, and a holding means. works to maintain the selection actuator that selects the speed change gear of the input shaft on the connected clutch side in its current state, and prevents the mesh of the speed change gear on the connected side from being changed and damage to the speed change gear.

A fluid type actuator such as a hydraulic type is used as the actuator, and the valves for controlling the clutch actuator and the gear selection actuator are both solenoid valves, and the gear selection is performed according to the activation signal of the solenoid valve for controlling the clutch actuator. +J: Prevents the activation signal of the solenoid valve for actuator control.

The above-mentioned holding means is composed of a gate circuit for controlling the gear selection actuator and a 140-shift storage circuit for storing the current operating signal of the solenoid valve for controlling the gear selection actuator.

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 and a second input shaft 3 are rotatably arranged on a drive shaft 1b extending from a crankshaft 1a of an engine 1. An output shaft 4 is provided parallel to the input shaft 2.3. The first input shaft 2 is connected to the engine drive shaft 1b by a first clutch 5, and the second input shaft 3 is connected to the engine drive shaft 1b by a second clutch 6. 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 operated by a hydraulic first clutch actuator 8, and when fluid pressure is supplied to the clutch actuator 8, the 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 second clutch operating lever 9 is provided to control the engagement and engagement of the clutch 6. The operating lever 9 is actuated by a fluid-type second actuator 10, and when fluid pressure is supplied to the actuator 10,
The diversion lever 9 actuates the second clutch 6 in the connecting direction.

On the first input shaft 2, a first drive gear 11a and a third drive gear 12a are rotatably arranged, respectively, and these drive gears 11a and 12a are provided in a fixed relationship with the output shaft 4. 1st speed and 3rd speed driven gears 111)
, 121), respectively. Further, a reverse driving gear 13a is rotatably arranged on the first input shaft 2, and this gear 13a meshes with a reverse driven gear 13b of the output shaft 4'' through an intermediate gear 13C. . Second
On the internal shaft 3, a second speed drive gear 14a and a fourth drive gear 15a are rotatably arranged, respectively, and these gears 14a and 15a are connected to the second speed driven gear on the output shaft 4. 14b and the fourth speed driven gear 15b, respectively.

A transmission hub 16 is provided on the first input shaft 2 between the gears 11a and 12a. This hub 16 is connected to the first input shaft 2
The first input shaft 2 rotates integrally with the first input shaft 2, but is arranged so as to be movable in the axial direction. hub 1
6 are formed with meshing teeth 17b and 18b that mesh with meshing teeth 17a and 18a formed on the hub portions of the gears 11a and 12a, respectively. By moving the hub 16, the gear 11a
, 12a, and the first input shaft 2 is connected to the gear 1.
It can be bonded to either 1a or 12H. A shift fork 19 is provided to operate the transmission hub 16, and the shift fork 19 is connected to a piston 20a of a first transmission cylinder 20, which is a gear selection actuator. Similarly, on the second intrahuman axis 3, a gear 14 is provided.
A transmission hub 21 having the same configuration as the transmission hub 16 is disposed between a115a, and this hub 21 is connected to the shift fork 2.
2, it is actuated by the piston 23a of the second shift cylinder 23, which is a gear selection actuator.

A gear change hub 24 for the reverse gear 13a is further provided on the first input shaft 2, and this hub 24 is connected via a shift fork 25 to a third gear selection actuator.
It is operated by the piston 26a of the speed change cylinder 26.

An output gear 27 is further provided on the output shaft 4, and this output gear 27 is engaged with the input gear 28H 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 via a pressure regulator 30.

Figure 2 shows the control hydraulic circuit, in which the first clutch 5
The hydraulic pressure supply to the first clutch actuator 8 for actuation of the clutch is controlled by a first clutch control solenoid valve 60, and the hydraulic pressure supply to the second clutch actuator 10 for actuation of the second clutch 6 is controlled by a first clutch control solenoid valve 60. is controlled by a second clutch control solenoid valve 61. The first and second clutch control solenoid valves 60.61 are connected on the one hand to the pressure line 34a via a cut-off valve 62 and on the other hand to the actuator 8.10 via a passage 65.66. 1st gear and 3rd gear
? to the first shift cylinder 20 for speed switching? The Sanno supply is controlled by the first gear selection solenoid valve, that is, the first speed change solenoid valve 63, and the oil pressure supply to the second speed change cylinder 23 for switching between the second speed and the fourth speed is controlled by the second gear selection solenoid valve 63. This is controlled by a second 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 and second solenoid valves 60 and 61 are opened when excited. The first speed change solenoid valve 63 is in an excited state when the first transmission gear 1
1a is coupled to the first input shaft 2, and the third continuous gear 12a is coupled to the first input shaft in a non-energized state. Second gear solenoid valve 6
4 couples the second continuous gear 14a to the second input shaft 3 in an energized state, and couples the fourth continuous gear 15a to the second input shaft 3 in a non-energized state.

FIG. 3 is a chart showing speed change control, in which the currents to the first and second solenoid valves 60.61 are Q+ and Q4, and the currents to the first and second speed change solenoid valves 63 and 64 are Q2 and Qs. shown respectively. Also, the current to the cut valve 62 is Q
, is shown. These currents Q+, Q2, Q3
, Q4 are given from the signal processing circuit 53a that receives one word from the control circuit 53.

Further, the current Q is given from the control circuit 53a. When starting, the current Qs to the cut valve 62 is cut off, the liquid valve is opened, and at the same time, the current Q is supplied to the first electromagnetic valve EiO to connect the first clutch 5. At this time, the first
When the clutch 5 is half-engaged, it is preferable to temporarily supply the excitation current Q to the cut valve 62 to temporarily interrupt the clutch engagement operation as shown in FIG. 3.

When the first clutch 5 is connected and the vehicle starts, and conditions suitable for speed change are reached, the current Q to the first solenoid valve 60 is cut off, and the current Q4 to the second solenoid valve 61 is applied. Therefore, the first clutch 5 is gradually disconnected and the second clutch 6 is gradually connected. At this point, the second speed human gear 4a is connected to the second input shaft 3, and the 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 inner shaft 2 is switched from the first speed gear 11a to the third speed gear 12a. Thereafter, gear shifting operations are performed in the same manner based on signals from the signal processing circuit 53a.

FIG. 4 shows details of the signal processing circuit 53a, in which the output terminal D4 of the control circuit 53 is connected to the output terminal D4 of the signal processing circuit 53a, and at the same time, is connected to the AND gate 71. 72. The output terminal D3 of the control circuit 53 is connected to the AND gate 71 on the one hand and to the AND gate 7 via the inverter 73 on the other hand.
Connected to 2. The outputs of AND gates 71 and 72 are both connected to a storage circuit 74, which generates an output Q3. The memory circuit 74 stores the input state just before when the human power from the AND gates 71 and 72 is cut off at the same time, and generates an output according to the state. When the excitation current Q is supplied to the second solenoid valve 61 for control, the human power from the AND gates 71 and 72 is cut off, and the memory circuit 74
retains the previous output state. Similarly, the output terminal D1 of the control circuit 53 is connected to the output terminal Q1 of the processing circuit 53a, and at the same time is connected to the AND gate 76.77 via the inverter 75. One is connected to an A N D circuit 76 , and the other is connected to an AND circuit 77 via an inverter 78 . The outputs of the A N D circuits 76 and 77 are as described in 4. similar to the memory circuit 74. It is connected to the α circuit 79, and the storage circuit 79 generates an output Q2.

This circuit constitutes a holding means, and according to this configuration, when the current Q+ or Q4 for actuating the first clutch 5 or the second clutch 6 is supplied, the first speed change solenoid valve 63 or the second speed change solenoid valve 63 or the second speed change solenoid valve The current Q2 or Q3 to the solenoid valve 64 is maintained as it is, and there is no possibility that the speed change gear on the input shaft connected to the engine drive shaft will be changed during driving.

As described above, according to the present invention, in a compound clutch type multi-stage gear transmission, when any of the clutches is connected, a gear selection actuator is provided that selects the speed change gear of the input shaft on the connected clutch side. Since the holding means for holding the clutch in this state is provided, it is possible to prevent an accident in which the meshing of the gears is changed while the clutch is connected and the gears are damaged. Further, in order to control the supply of fluid pressure to the clutch actuator and the gear selection actuator, a solenoid valve is provided, and the holding means receives an activation signal of the gear selection solenoid valve in response to an activation signal of the clutch control solenoid valve. Since the structure is such that the current operation signal is stored, it is possible to prevent malfunctions without complicating the hydraulic circuit.

[Brief explanation of drawings]

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 Fig. 4 is a signal processing diagram. FIG. 3 is a diagram showing details of the circuit. 2... First input shaft, 3... Second input shaft, 4... Output shaft, 5... First clutch, 6... Second clutch,
8... First actuator, 10... Second acticoator, 60... First clutch control solenoid valve, 61...
...Second clutch control solenoid valve, 63...First speed change solenoid valve, 64...Second speed change solenoid valve, 71, 72...A
ND gate, 74... memory circuit. Figure 4

Claims (1)

[Claims] (1) a plurality of input shafts, a plurality of clutches for coupling each of said input shafts to an engine drive shaft, and a plurality of clutches coupled to each input shaft for coupling each of said input shafts in driving relation to an output shaft; each set of transmission gears on the same manual shaft is comprised of transmission gears that are not adjacent to each other in the gear stage, and a hydraulic gear selection actuator for selecting the transmission gear; , a plurality of hydraulic clutch actuators for engaging and engaging each of the clutches, a clutch control solenoid valve for controlling the supply of fluid pressure to the clutch actuators, and controlling the supply of fluid pressure to the gear selection actuator. a control circuit that generates a signal to operate the solenoid valve based on at least a vehicle speed signal and an engine load signal; and an input shaft on the clutch side that is connected when either clutch is connected. holding means for holding a gear selection actuator for selecting a speed change gear in a current state, the holding means blocking an activation signal of the gear selection solenoid valve in response to an activation signal of the clutch control solenoid valve. 1. A speed change control device for a composite clutch type multi-stage gear transmission, comprising a gate circuit for storing a current operating signal of the gear selection solenoid valve.