JPS6331027B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a clutch control device in a multi-gear transmission, and more particularly to a clutch control device in a multiple-clutch multi-gear transmission having a plurality of clutches.

The most common multi-gear transmission for automobiles is a synchronized mesh transmission, which 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 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. Gear transmissions suitable for automatic transmissions include those that have a plurality of gear trains that are always in mesh, and any one of these gear trains can 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.

Among countershaft type transmissions, there is also known a type of transmission in which it is not necessary to close an engine throttle valve each time the meshing is changed. In other words, the transmission described on page 15 of the March 29, 1980 issue of the magazine "AUTO CAR" has two input shafts arranged coaxially, and each input shaft is provided separately. It is connected to the engine drive shaft by a clutch, and 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, when one input shaft is connected to the engine drive shaft and the transmission gear on that shaft, such as the 1st or 3rd gear, is in mesh, the clutch on the other input shaft is disconnected and during this time After the gears on the input shaft, such as the 2nd speed or 4th speed gear, are completely engaged, the clutch on one of the input shafts is disengaged and the clutch on the other input shaft is connected at an appropriate time. It has a unique structure. Theoretically,
The number of input shafts is not limited to two, and there may be three or more. In that case, the number of clutches is the same as the number of input shafts, and the speed change gears provided on each input shaft are as follows: It is sufficient that the gears are not adjacent to each other in the gears.

SUMMARY OF THE INVENTION The object of the invention is to simplify the control device for controlling the switching of the clutches in a transmission of the above-mentioned type, i.e. in a multi-geared multi-clutch transmission.

That is, the present invention includes 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 for coupling each of said input shafts in driving relation to an output shaft of each of said input shafts. Each set of transmission gears on the same input shaft is composed of transmission gears that are not adjacent to each other in the gear stage, and the transmission gears combined with each input shaft are A hydraulic speed change actuator that selectively switches a torque transmission path, a plurality of hydraulic clutch actuators that engage and engage each of the clutches, and an electromagnetic valve that controls the supply of fluid pressure to each actuator; and a control circuit that receives a vehicle speed signal and an engine load signal and generates an operation signal for operating the solenoid valve means for starting, stopping, and automatic shifting control, and a solenoid valve for the hydraulic clutch actuator. a single electromagnetic regulating valve that adjusts fluid pressure according to an excitation force in accordance with a time-varying signal issued by the control circuit when the means is started and when changing gears; and a pressure line downstream of the electromagnetic regulating valve. and is switched on and off in accordance with an on/off signal issued by the control circuit to supply fluid pressure regulated by the electromagnetic regulating valve to one of the clutch actuators. The invention is characterized in that it is constructed with an electromagnetic switching valve that performs the following operations. That is, in the present invention, the clutch switching control device can control the engaged state of all clutches (for example, half-clutch state) by simply providing a single electromagnetic control valve for a plurality of clutch actuators. In addition, if there are two input shafts and two clutches and two clutch actuators each, a simple two-port switching valve is sufficient for the electromagnetic switching valve, which greatly simplifies the configuration. be able to.

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, and these input shafts are rotatably arranged. An output shaft 4 is provided parallel to the shafts 2 and 3. The first input shaft 2 is connected to the first clutch 5
Accordingly, the second input shafts 3 are respectively coupled to the engine drive shafts 1b by means of second clutches 6. The first clutch 5 is preferably a dry clutch with a large torque transmission capacity;
In order to control the connection and disconnection of the first clutch 5, a first clutch operating lever 7 is provided.
The operating lever 7 is actuated by a first hydraulic actuator 8, which actuates the first clutch 5 in the connecting direction when fluid pressure is supplied to the actuator 8. The second clutch 6 is preferably a relatively small wet clutch, and the second clutch 6 is preferably a relatively small wet clutch.
A clutch operating lever 9 is provided. The operating lever 9 is actuated by a hydraulic second actuator 10, and when fluid pressure is supplied to the actuator 10, the operating lever 9 engages the second clutch 6.
operate in the connection direction.

On the first input shaft 2, there is a drive gear 11 for the first speed.
Drive gears 11a and 12a for third speed are rotatably arranged, respectively.
a is meshed with first speed and third speed driven gears 11b and 12b, which are provided in fixed relation to the output shaft 4, respectively. Further, a reverse drive gear 13a is rotatably arranged on the first input shaft 2, and this gear 13a meshes with a reverse driven gear 13b on the output shaft 4 via an intermediate gear 13c. A second speed drive gear 14a and a fourth speed drive gear 15a are rotatably arranged on the second input shaft 3, and these gears 14a and 15a are connected to the output shaft 4.
They mesh with the upper second speed driven gear 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 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 16, meshing teeth 17 are provided which mesh with meshing teeth 17a and 18a formed on the hub portions of the gears 11a and 12a, respectively.
b, 18b are formed, and by moving the hub 16 along the first input shaft 2, the hub 16 is engaged with either of the gears 11a, 12a, and the first input shaft 2 is moved between the gears 11a, 12a. Can be combined on one side. In order to operate the gear shifting hub 16,
A shift fork 19 is provided, and this shift fork 19 is connected to the piston 2 of the first shift cylinder 20.
It is coupled to 0a. Similarly, on the second input shaft 3, the transmission hub 1 is disposed between the gears 14a and 15a.
A shift hub 21 having the same configuration as that of 6 is disposed, and this hub 21 is actuated by a piston 23a of a second shift cylinder 23 via a shift fork 22. A shift hub 24 for the reverse gear 13a is further provided on the first input shaft 2, and this hub 24 is operated by a piston 26a of a third shift cylinder 26 via a shift fork 25.

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

Figure 2 shows the hydraulic circuit for speed change control.
A first shift valve 32 is provided to control the supply of hydraulic pressure to the first shift cylinder 20, and a second shift valve 33 is provided to control the supply of hydraulic pressure to the second shift cylinder 23. The first speed change valve 32 has a valve hole 32a
and a plunger 32b that slides inside the valve hole 32a. A port 32c connected to the forward pressure line 34 is formed near the center of the side of the valve hole 32a, and a piston is provided on both sides of the port 32c. 20
Ports 32d and 32e that communicate with the cylinder 20, respectively, are formed on both sides of the cylinder 20a. By moving in the axial direction, the plunger 32b
Port 32c is connected to one of ports 32d or 32e. Plunger 32b is pushed in one direction by spring 32f, and in that position port 3
2c is connected to port 32d, and piston 20a
is held at a position where the first speed gear 11a is coupled to the first input shaft 2. A pressure chamber 32g is formed at the end opposite to the spring 32f, and when pressure is introduced into the pressure chamber 32g, the plunger 32b is moved against the spring 32f to connect the port 32c to the port 32e. In this position, the piston 20
a is moved in the opposite direction, and the third speed gear 12a is coupled to the first input shaft 2. The second speed change valve 33 has the same configuration as the first speed change valve 32, and corresponding parts are indicated with the same suffixes. Pressure chamber 33g
When hydraulic pressure is not introduced to port 33c,
communicates with the port 33d, and the second speed gear 14a is coupled to the second input shaft 3. When hydraulic pressure is introduced into the pressure chamber 33g, the port 33c communicates with the port 33e, and the fourth speed gear 15a is coupled to the second input shaft 3.

In order to control the engagement and disengagement of the clutches 5 and 6, the first
A control valve 35 and a second control valve 36 are provided. The first control valve 35 has a valve hole 35a and a plunger 35.
A port 35c communicating with the transmission hydraulic passage 37 is formed on the side of the valve hole 35a. The passage 37 is connected to the pressure line 34 via a speed change control solenoid valve 38. A port 35d is formed at one end of the valve hole 35a, and this port 35d
communicates by a passage 39 with a first actuator 8 for actuating the first clutch. Plunger 35b
A spring 35e is arranged at one end of the spring 35e.
The plunger 35b is pushed toward one end by the force e. 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
It is connected to a port 35f on the side of the valve hole 35a, and this port 35f is opened and closed with respect to the drain port 35g by a plunger 35b. That is, when the plunger 35b is pushed to the left in FIG. 2 by the action of the spring 35e, the port 35f is opened to the drain port 35g and the hydraulic oil in the passage 39 is released to the oil tank, but the plunger 35b is pushed to the right. When pushed, this port 35f is blocked from the drain port 35g by the plunger 35b.

The second control valve 36 has the same configuration as the first control valve 35, and the same parts are indicated with the same suffixes. A piston 41 is provided to push the plunger 36b against the spring 36e.
ports 36d, 36f are connected to the second actuator 10 by a passageway 42. piston 40,
Clutch control solenoid valve 43 as a solenoid switching valve that controls the supply of hydraulic pressure to 41 and switches the supply of hydraulic pressure to both clutch actuators 8 and 10.
is provided. This solenoid valve 43 has a hydraulic input port 43a, a first output port 43b, and a second output port 43c.The first output port 43b is connected to the piston 40, and the second output port 43c is connected to the piston 40.
1, respectively. Input port 43a
is connected to a control pressure circuit 44, and the circuit 44 is connected to the pressure line 34a 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. In order to control the pressure control valve 45, a linear control pilot valve 47 is provided as an electromagnetic adjustment valve that adjusts the fluid pressure according to the excitation force. This pilot valve 47 is connected to the pressure line 3.
By receiving the hydraulic pressure from 4a and forming a hydraulic pressure proportional to the input current value and applying it to the pressure control valve 45, a pressure proportional to the input current value of the valve 47 is generated in the control pressure circuit 44. The control pressure circuit 44 is connected to the valves 35 and 3 by means of orifices 48 and 49, respectively.
These ports 35h and 36h are connected to ports 35h and 36h of the plunger 35.
When b and 36b are moved against the action of springs 35e and 36e, they are connected to ports 35f and 36f, respectively.

A port 35i is formed in the valve hole 35a of the first control valve 35 and communicates with the port 35c at a position where the plunger 35b is pushed by a spring 35e. Similarly, a port 36i is also formed in the valve hole 36a of the second control valve 36. The port 35i is connected to the pressure chamber 32g of the speed change valve 32, and the pressure chamber 32g is connected to the port 32e via an orifice 49.
It is connected to the. Similarly, the port 36i is connected to the pressure chamber 33g of the speed change valve 33, and the pressure chamber 33g
is connected to port 33e via orifice 50. The end of the valve hole 35a of the first control valve 35 on the spring 35e side is connected to the second clutch actuator 1.
0 to the plunger 35
b is pushed by the pressure within the passage 42 in the direction in which the spring 35e acts. Similarly, the end of the valve hole 36a of the second control valve 36 on the spring 36e side 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 5
1 is connected to the pressure line 34a via a check valve 46a. Pressure line 31 from oil pump 29 is connected to line 3 via shift valve 52.
When the shift valve 52 is in the D, 3, or 2 position, the line 31 is connected to the line 34, and when the shift valve 52 is in the R position, the line 31 is connected to the line 51. .

The supply of current to the solenoids of the valves 38, 43, 47 is controlled by a control circuit 53. A current corresponding to the amount of depression of the accelerator pedal and the vehicle speed is supplied to the solenoid of the valve 47, and a hydraulic pressure corresponding to the current is generated in the control hydraulic circuit 44.
When the shift valve 52 is in the D position, pressure is applied to the lines 34 and 34a, and the pressure in the line 34 acts on the first actuator 20 through the first speed change valve 32 to shift the first speed gear 11a. It is coupled to the first input shaft 2 . At this point, the current Q ₁ applied to the solenoid valve 43 is zero, as indicated by a ₁ in FIG. 3, and the valve 43 opens the port 43a to the port 43b. Current given to solenoid valve 38
Q ₃ is also zero as shown by c ₁ in Figure 3, and valve 3
8 is closed. When the accelerator pedal is not depressed, the current supplied to the pilot valve 47
Q ₂ is also zero, as indicated by b ₁ , and no pressure is generated in the passage 44 . Therefore, both clutch actuators 8 and 10 are in the clutch disengaged state.

When the accelerator pedal is depressed, the current supplied to the pilot valve 47 increases as shown by _b2 in FIG. 3 in response to the depression, and the pressure in the passage 44 increases accordingly. This pressure is at port 4
3a, 43b to the piston 40 for moving the plunger 35b of the valve 35.
pressure is directed into passage 39, connecting first clutch actuator 8 as shown at d ₁ in FIG.
At this time, the pressure in line 34 is at port 3 of valve 33.
3c and 33d to the second speed change cylinder 23, and a second speed gear 14a is coupled to the second input shaft 3. When the vehicle speed increases and reaches a value suitable for shifting at a preset shift point based on the vehicle speed and engine load, the current supplied to the pilot valve 47 decreases as shown by _b3 , and the first clutch actuator 8 Since the hydraulic pressure applied to the clutch also decreases as shown at _d2 , the first clutch 5 becomes in a half-clutch state.

Here, since current is supplied to the solenoid valve 43 as shown by _a2 , the pressure in the passage 44 is reduced to the port 43a,
43c to the piston 41, causing the plunger 36b of the valve 36 to move against the spring 36e. Therefore, the pressure in passage 44 is supplied to passage 42, actuating second clutch actuator 10 to connect second clutch 6 to a half-clutched condition as shown at _g1 . Then, the current supplied to the valve 47 rises again as shown by b ₄ , so that
The pressure in the passage 44 increases and the second clutch 6 becomes g ₂
fully connected as shown in . During this time, the first
The pressure in the passage 39 to the clutch actuator 8 is gradually vented through ports 35f, 35g, so that the first clutch 5 is in the disengaged state as indicated by _d3 . In this way, the solenoid valve 33 is a solenoid valve that switches the connection between the passage 44 and the passage 39 or 42, that is, the valve 45, which functions as a single solenoid valve regulating valve, and each clutch actuator 8, 9. functions as

While driving in 2nd gear, under appropriate speed conditions, i.e.
At a gear switching point set in advance outside the switching operation range of both clutches 5 and 6, a current is applied to the solenoid valve 38 as shown by _c2 , and the valve 38 opens.
Pressure is supplied from line 34 to line 37, and this pressure is applied to pressure chamber 32g of valve 32 through ports 35c, 35i of valve 35. To this end, plunger 32b of valve 32 is moved to the right in FIG. 2, connecting port 32c to port 32e. Therefore, the transmission cylinder 20 operates in the opposite direction, and the third speed gear 12a is connected to the first input shaft 2.
is combined with Since the pressure in the port 32e is also applied to the pressure chamber 32g via the orifice 49,
Even after the port 35i of the valve 35 is shut off from the port 35c, the position of the valve 32 is maintained as it is.
From this state, at an appropriate speed, the second clutch 6 is disengaged, the first clutch 5 is engaged, and the third gear is driven. The operation during this period is from the first clutch 5 to the second clutch 6.
Since this is the same as when switching to , a detailed explanation will be omitted. During this clutch switching, valve 35
When the plunger 35b of a moves halfway and the port 35c is closed, the current to the solenoid valve 38 is
Since the line 37 is cut off as shown by _c3 , the pressure in the line 37 decreases, but the engagement of the third speed gear is maintained as it is due to the pressure applied to the pressure chamber 32g from the orifice 49. While driving in 3rd gear,
Electric current is applied to the solenoid valve 38 again to drive the piston 23a of the second speed change cylinder 23 in the opposite direction, and the fourth speed gear 15a is coupled to the second input shaft 3; Since this is the same as when switching from the first speed gear to the third speed gear, detailed explanation will be omitted.

In the circuit shown in FIG. 2, when hydraulic pressure is applied to the piston 40 and the plunger 35b of the valve 35 is moved so that the pressure in the passage 44 is introduced into the passage 39, the pressure in the passage 39 is transferred from the port 35d to the piston. 40 side of the plunger, and acts to further move the plunger 35b in the same direction. At the same time, the pressure in this passage 39 is guided to the spring-side end of the second control valve 36 and pushes the plunger 36b of the valve 36 in the direction of action of the spring 36e. Therefore, while the first clutch 5 is operating, the second clutch 5
The danger of accidentally operating the control valve 36 and connecting the second clutch 6 is completely avoided. Further, when the second clutch 6 is connected, the plunger 35b of the valve 35 is pushed in the direction of action of the spring 35e, causing the first control valve 36 to operate by mistake, causing the first clutch 5 to close.
It can also be avoided that the second clutch 6 and the second clutch 6 are connected at the same time. Therefore, these first and second control valves 3
5 and 36 constitute a priority circuit as a prohibition means for preventing simultaneous operation of both actuators 8 and 10. In Fig. 2, _s1 is a switch for manually operating the solenoid valves 38, 43, and 47, and _s2 is a switch for manually operating the solenoid valves 38, 43, and ₄₇ .
This is a selector switch that switches the connection of each solenoid valve.

The electromagnetic switching valve 43 of this embodiment may be of a type in which fluid pressure is directly switched to the clutch actuators 8 and 10 by the electromagnetic switching valve 43.

As explained above, in the present invention, in a compound clutch type multi-stage gear transmission equipped with a plurality of clutches for respectively coupling a plurality of input shafts to an engine output shaft, the intermittent control of these clutches is performed by a single This can be achieved by an electromagnetic pressure regulating valve and an electromagnetic switching valve that switches to supply the fluid pressure regulated by the regulating valve to one of the clutch actuators, and the electromagnetic switching valve itself Since the configuration can also be relatively simple, the control device as a whole becomes simple and inexpensive. In an automatic transmission, the clutch connection is
It is desirable to change the connection characteristics when starting and when changing gears, and it is also desirable to change the connection characteristics depending on the gear position even when changing gears. In the present invention, the solenoid valve means for the hydraulic clutch actuator includes a single solenoid valve that adjusts the fluid pressure according to the excitation force, and a single solenoid valve provided downstream of the single solenoid valve that adjusts the fluid pressure adjusted by the solenoid regulating valve. Since it is composed of a solenoid switching valve that supplies the clutch actuator, it is possible to control the clutch connection to the desired characteristics simply by appropriately determining the signal given from the control circuit to the single solenoid valve. .

[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, and FIG. 3 is a chart showing operations for speed change control. 2...First input shaft, 3...Second 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... First control valve, 36... second control valve.

Claims (1)

[Claims] 1 at least two input shafts and as many clutches as there are input shafts for coupling each of said input shafts to an engine drive shaft, and for each input shaft for coupling each of said input shafts in driving relation to an output shaft; It is composed of one or more sets of transmission gears that are combined, and each set of transmission gears on the same input shaft is composed of transmission gears that are not adjacent to each other in the gear stage, and the transmission gear that is combined with each input shaft is selected. a fluid-type transmission actuator that switches the torque transmission path by switching the torque transmission path; a plurality of fluid-type clutch actuators that perform on/off operation of each of the clutches; a solenoid valve means that controls the supply of fluid pressure to each actuator; A signal and an engine load signal are input, and automatic start and stop control is executed by intermittent operation of the clutch on the input shaft side where the speed change gear for the start gear is provided.
The connection of both clutches is gradually switched at the same time according to a preset shift point based on the vehicle speed and engine load, and the above-mentioned transmission gear is switched at a preset gear change point outside of this switching operation range. and a control circuit for generating an operation signal for operating the electromagnetic valve means to perform automatic gear change control for operating the switching of the fluid-type multi-gear transmission. The solenoid valve means for the clutch actuator is a single solenoid regulating valve that adjusts the fluid pressure according to the excitation force in accordance with a time-varying signal issued by the control circuit when both of the above controls are executed. , driven on and off in accordance with an on-off signal issued by the control circuit to supply fluid pressure regulated by the single electromagnetic regulating valve to one of the clutch actuators. 1. A clutch control device for a compound clutch type multi-stage gear transmission, comprising a single solenoid valve hand control valve and a solenoid switching valve for switching connection to each clutch actuator.