WO2013051256A1 - 車両用デュアルクラッチ式変速機 - Google Patents

車両用デュアルクラッチ式変速機 Download PDF

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Publication number
WO2013051256A1
WO2013051256A1 PCT/JP2012/006348 JP2012006348W WO2013051256A1 WO 2013051256 A1 WO2013051256 A1 WO 2013051256A1 JP 2012006348 W JP2012006348 W JP 2012006348W WO 2013051256 A1 WO2013051256 A1 WO 2013051256A1
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WO
WIPO (PCT)
Prior art keywords
clutch
friction clutch
speed
state
vehicle
Prior art date
Application number
PCT/JP2012/006348
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
建佑 笠井
寛 豊田
Original Assignee
アイシン・エーアイ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by アイシン・エーアイ株式会社 filed Critical アイシン・エーアイ株式会社
Priority to CN201280004766.6A priority Critical patent/CN103328846B/zh
Priority to DE112012001011.6T priority patent/DE112012001011B4/de
Publication of WO2013051256A1 publication Critical patent/WO2013051256A1/ja

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0607—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate
    • F16D2021/0615—Double clutch with torque input plate in-between the two clutches, i.e. having a central input plate the central input plate is supported by bearings in-between the two clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D21/00—Systems comprising a plurality of actuated clutches
    • F16D21/02—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways
    • F16D21/06—Systems comprising a plurality of actuated clutches for interconnecting three or more shafts or other transmission members in different ways at least two driving shafts or two driven shafts being concentric
    • F16D2021/0684—Mechanically actuated clutches with two clutch plates
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1086—Concentric shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • F16D2500/30405—Estimated clutch temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
    • F16H2059/725—Sensing or calculating temperature of friction devices, e.g. clutches to prevent overheating of friction linings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
    • F16H2061/128—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes the main clutch

Definitions

  • the present invention relates to a dual clutch transmission for a vehicle having two friction clutches that are mounted on a vehicle and can be switched between a connected state and a disconnected state, and more specifically, the temperature of the friction clutch is increased.
  • One type of vehicle transmission includes a dual clutch type including two clutches, two input shafts connected to the engine by each clutch, and a transmission mechanism provided between each input shaft and the output shaft.
  • the dual clutch transmission has an advantage that a transmission operation can be performed quickly without interrupting the transmission torque by performing a switching operation with two clutches.
  • a friction clutch that drives a plate having a friction material with a clutch actuator can be used.
  • the speed change mechanism is usually composed of about 4 to 7 speed stages, and any of the speed stages can be selectively meshed and connected by a known synchronizer.
  • the clutch actuator and the synchronizing device are controlled by an electronic control unit (ECU) to constitute a synchronous mesh type automatic transmission as a whole.
  • ECU electronice control unit
  • the pressure plate of the friction clutch disclosed in Patent Document 1 includes a pressure plate that rotates integrally with a drive member (drive side plate), and a clutch disk that can be rotated integrally by friction engagement with the drive side member and the pressure plate (driven side).
  • a part of the surface of the pressure plate that does not frictionally engage with the clutch disk is a rough surface.
  • the rough surface is formed in a substantially embossed shape, a heptagonal shape, or a substantially scale shape, or a plurality of grooves are provided in the rough surface. That is, unevenness is formed on the pressure plate, and the heat radiation surface area is increased. Thus, a pressure plate with high frictional heat radiation efficiency is provided, and overheating of the clutch disk is prevented.
  • the temperature rise tends to be noticeable in one clutch that engages the first speed gear stage at the start, and the other clutch is rarely used for the start, and the temperature rises.
  • the two clutches generally share a drive-side plate that is rotationally connected to a drive source, and a configuration that allows heat to move between the clutches is generally employed. Therefore, if heat is efficiently transferred from the one clutch on the high temperature side to the other clutch on the low temperature side, this is one measure for suppressing the temperature rise of the clutch.
  • the present invention has been made in view of the above-mentioned problems of the background art, and is a low-cost dual clutch type for a vehicle that improves the heat dissipation characteristics of the friction clutch from the temporary stop to the start of the vehicle and suppresses temperature rise. Providing a transmission is an issue to be solved.
  • the dual clutch transmission for a vehicle of the present invention shares a drive side plate that is rotationally connected to a drive source, and pushes the driven side plate disposed opposite to the drive side plate and the driven side plate.
  • Each having a pressure plate that slides on the driving side plate and an actuator that drives the pressure plate, and can be switched between a connected state that is rotationally connected to the driving source and a disconnected state that is disconnected from the driving source.
  • a first friction clutch and a second friction clutch, and a first speed change mechanism that is rotationally connected to the drive source by the first friction clutch so as to be selectable and that can select one of a plurality of speed stages.
  • a second speed change mechanism rotatably connected to the drive source by the second friction clutch and capable of selecting one of a plurality of shift stages; and the first friction clutch Clutch temperature detecting means for measuring or estimating the temperature of one of the second friction clutches that engages from the disconnected state to the connected state when the vehicle starts, the first friction clutch, the second friction clutch A control unit that controls the friction clutch, the first speed change mechanism, and the second speed change mechanism, and the control part sets the measured or estimated temperature of the one clutch to a specified value when the vehicle is temporarily stopped during travel.
  • a high temperature determination means for determining a high temperature state, and when the one clutch is in a high temperature state, the first transmission mechanism or the second transmission mechanism that is rotationally connected to the other clutch is in a neutral state, and And heat dissipation promoting means for continuing the engaged state of the other clutch from the time of the temporary stop to the start of the vehicle.
  • control unit may further include first heat radiation adjusting means for adjusting the length of the operation time of the heat radiation promoting means in accordance with the magnitude of the high temperature state of the one clutch.
  • control unit may further include second heat radiation adjusting means for adjusting an operation end timing of the heat radiation promoting means in accordance with a change in temperature of the one clutch.
  • the temperature of one of the clutches that engages when the vehicle starts during a temporary stop is measured or estimated and compared with a specified value to determine a high temperature state.
  • the engagement state of the other clutch is continued from the temporary stop to the vehicle start. That is, when one clutch used for start-up is in a high temperature state, the other clutch is brought into a connected state. Thereby, the heat transfer from one clutch to the other clutch is promoted through the common drive side plate, and the heat radiation characteristic in the entire clutch portion is improved.
  • the temperature of the one clutch in the high temperature state can be quickly lowered during the temporary stop, and the temperature rise due to the frictional heat generated in the joining operation at the start can be suppressed. Further, it is not necessary to change the structure of the transmission when carrying out the present invention, and it is only necessary to change the control method of the control unit, so that the manufacturing cost does not increase.
  • the length of the operation time of the heat radiation promoting means is adjusted according to the magnitude of the high temperature state of one clutch.
  • the speed change mechanism that is rotationally connected to the other clutch while the heat radiation promoting means is operating. Therefore, when the high temperature state is severe, the durability performance of the clutch can be ensured by operating the heat dissipating promotion means for a long time from the temporary stop to the vehicle start to give priority to the suppression of the temperature rise. Further, when the high temperature state is mild, the heat dissipation promoting means can be terminated early to enable a shift-up shift operation, and shift control giving priority to acceleration maneuverability can be performed.
  • the control unit further includes the second heat radiation adjusting means
  • the operation end timing of the heat radiation promoting means is adjusted according to the temperature change of one clutch used for starting. Therefore, when the temperature of one of the clutches has settled in a preferable range, the heat radiation accelerating means can be terminated and controlled so as to be able to cope with the shift-up shift operation, and the temperature rise of the clutch can be suppressed and acceleration maneuverability can be improved. It is possible to achieve both shift control.
  • 1 is a skeleton diagram showing a dual clutch transmission for a vehicle according to an embodiment of the present invention. It is side surface sectional drawing explaining the detailed structure of a 1st and 2nd friction clutch. It is side surface sectional drawing explaining the joining operation
  • FIG. 6 is a diagram illustrating an example of a speed change operation from when the vehicle is temporarily stopped to when the second speed is established after the vehicle starts at the first speed in the embodiment, and the engagement state of the second friction clutch is eliminated by the start of the start control. Shows the case.
  • FIG. 6 is a diagram illustrating an example of a speed change operation from when the vehicle is temporarily stopped to when the second speed is established after the vehicle starts at the first speed in the embodiment, and illustrates a case where the engagement state of the second friction clutch is intermediate. .
  • FIG. 6 is a diagram illustrating an example of a speed change operation from when the vehicle is temporarily stopped to when the second speed is established after the vehicle starts at the first speed in the embodiment, where the engagement state of the second friction clutch is a condition for changing to the second speed; The case where it continues until establishment is shown.
  • FIG. 1 is a skeleton diagram showing a dual clutch transmission 1 for a vehicle according to an embodiment of the present invention.
  • the dual clutch transmission 1 for a vehicle is a device that selects one of five forward gears and one reverse gear and transmits the output torque of the engine 91 to the differential device 93 so that it can be disconnected.
  • the vehicle dual clutch transmission 1 includes a first friction clutch 21 and a second friction clutch 22, a first input shaft 31, a second input shaft 32, an output shaft 4, a first transmission mechanism 5, a second transmission mechanism 6,
  • the controller 7 and the clutch temperature detecting means 71 are included.
  • the first friction clutch 21 is a part that independently switches between a connected state in which the first input shaft 31 is rotationally connected to an output shaft 92 of the engine 91 that is a drive source and a disconnected state that is disconnected from the engine 91. is there.
  • the second friction clutch 22 is independent of the connected state in which the second input shaft 32 is rotationally connected to the output shaft 92 of the engine 91 that is a drive source and the disconnected state disconnected from the engine 91. This is the part to be switched.
  • the first friction clutch 21 and the second friction clutch 22 are respectively driven by a first clutch actuator 23 and a second clutch actuator 24 that operate according to a command from the control unit 7.
  • the first and second friction clutches 21 and 22 are configured such that the frictional coupling force is adjusted independently of each other, and the transmitted clutch torques Tc1 and Tc2 are independently controlled.
  • FIG. 2 is a side cross-sectional view illustrating the detailed configuration of the first and second friction clutches 21 and 22.
  • the main body portions of the first and second friction clutches 21 and 22 have an axis line AX and are substantially axisymmetric.
  • FIG. 2 shows the upper half of the clutches 21 and 22 in the disconnected state.
  • FIG. 3 is a side sectional view for explaining the joining operation of the first friction clutch 21, and
  • FIG. 4 is a side sectional view for explaining the joining operation of the second friction clutch 22.
  • the first and second friction clutches 21 and 22 share the drive side plate 25.
  • the first and second friction clutches 21 and 22 have driven plates 261 and 262 and pressure plates 271 and 272, respectively.
  • the first friction clutch 21 includes a drive side plate 25 and is configured on one side (right side in the drawing) of the drive side plate 25 in the axis AX direction.
  • the drive side plate 25 is a substantially annular member that is rotationally connected to the output shaft 92 of the engine 91.
  • a bearing portion 95 is provided on the inner peripheral side of the drive side plate 25.
  • a first input shaft 31 is inserted through the shaft center of the bearing portion 95 so as to be relatively rotatable.
  • the driven plate 261 is a substantially annular member that is arranged on one side of the drive side plate 25 in the axis AX direction so as to be movable in the axis AX direction.
  • the driven plate 261 is spline-coupled to the first input shaft 31 on the inner peripheral side, and is rotationally coupled so as to be movable in the direction of the axis AX.
  • the driven side plate 261 has a friction material 281 on the surface facing the driving side plate 25 and also has a friction material 291 on the back surface thereof.
  • the friction materials 281 and 291 are also called facing and lining.
  • the friction materials 281 and 291 achieve synchronization by friction sliding when the rotational speeds of the driving side plate 25 and the driven side plate 261 are different. Further, the friction members 281 and 291 are frictionally coupled to maintain synchronous rotation.
  • the pressure plate 271 is a substantially annular member arranged side by side on the side of the driven plate 261 in the axis AX direction.
  • the pressure plate 271 rotates integrally with the drive side plate 25 and moves to the other side in the axis AX direction (left side in the drawing) to perform the joining operation.
  • the first clutch actuator 23 is a part that drives the pressure plate 271.
  • various known mechanisms such as a servo motor and a hydraulic drive mechanism can be used.
  • the pressure plate 271 When an operating force is generated on one end side of the first clutch actuator 23 as indicated by an arrow F11 in FIG. 3, the pressure plate 271 is operated toward the other side in the axis AX direction (leftward in the figure) indicated by the arrow F12. Power is added. As a result, the pressure plate 271 moves to the other side in the direction of the axis AX and first presses against the friction material 291 on the back surface of the driven side plate 261. The pressure plate 271 further moves to push the driven side plate 261 toward the driving side plate 25. Then, the friction material 281 of the driven side plate 261 comes into contact with the driving side plate 25 and frictional sliding is started. When the pressure plate 271 finally moves to the complete joining point, the pressure plate 271, the driven plate 261, and the driving plate 25 are strongly pressed against each other and rotated synchronously to achieve the joined state. .
  • the second friction clutch 22 has a structure in which the first friction clutch 21 is generally reversed in the axis AX direction, and is configured on the other side (left side in the drawing) of the drive side plate 25 in the axis AX direction.
  • the driven side plate 262 is arranged on the other side in the axis AX direction of the drive side plate 25 so as to be movable in the axis AX direction, and is splined to the second input shaft 32 on the inner peripheral side, and is in the axis AX direction. It is rotationally connected so as to be movable.
  • the driven side plate 262 has friction materials 282 and 292 on the surface and the back surface facing the driving side plate 25.
  • the pressure plate 272 is arranged side by side on the other side in the axis AX direction of the driven side plate 261, rotates integrally with the drive side plate 25, and moves to one side (right side in the figure) in the axis AX direction. Perform the splicing operation.
  • the second clutch actuator 24 is a part that drives the pressure plate 272.
  • the pressure plate 272 When an operating force is generated on one end side of the second clutch actuator 24 as indicated by an arrow F21 in FIG. 4, the pressure plate 272 is operated toward one side (right side in the drawing) in the axis AX direction indicated by the arrow F22. Power is added. As a result, the pressure plate 272 moves to one side in the axis AX direction and first presses against the friction material 292 on the back surface of the driven side plate 262. The pressure plate 272 further moves to push the driven side plate 262 toward the driving side plate 25. Then, the friction material 282 of the driven side plate 262 comes into contact with the driving side plate 25 and friction sliding is started. When the pressure plate 272 finally moves to the complete joining point, the pressure plate 272, the driven side plate 262, and the driving side plate 25 are strongly pressed against each other and rotated synchronously to achieve the joined state. .
  • first and second friction clutches 21 and 22 frictional heat is generated during the joining operation, and the temperature of each member (25, 261, 262, 271, 272, etc.) constituting the clutch rises.
  • the magnitude of the temperature rise value varies depending on the work amount that the clutches 21 and 22 have done during the joining operation.
  • the temperatures T1 and T2 of the first and second friction clutches 21 and 22 are set by the temperatures of the pressure plates 271 and 272 as representative members.
  • the present invention is not limited to this, and the temperature may be obtained using another member as a representative member, or the average temperature of all members may be obtained.
  • the temperature rise value of the first friction clutch 21 can be obtained by the following calculation. First, it is possible to determine the work to be done by multiplying the torque transmitted when the first friction clutch 21 is engaged and the rotational speed difference between the input and output. Next, the total work amount is calculated by integrating this work over the joining time. Then, the total work amount is converted into a calorific value, and the temperature rise value is calculated by dividing by the heat capacity of the first friction clutch 21. The temperature rise value of the second friction clutch 22 can also be obtained by the same calculation.
  • a temperature rise value map in the form of a list using as parameters the operating conditions when the first and second friction clutches 21 and 22 are engaged is used.
  • parameters for example, the throttle opening of the engine 91, the engine speed Ne of the engine 91, the speed N1 of the first input shaft 31, and the speed N2 of the second input shaft 32 are used.
  • the throttle opening is a parameter governing the magnitude of the output of the engine 91, and corresponds to using the torque as a parameter.
  • (Ne ⁇ N1) and (Ne ⁇ N2) can be easily calculated as the rotational speed difference between the input and output.
  • the temperature increase value map is obtained in advance by a basic experiment or simulation, and is stored in the control unit 7.
  • the driven plates 261 and 262 including the pressure plates 271 and 272, the friction materials 281, 282, 291 and 292, and the driving plate 25 are provided.
  • One is strongly pressed against each other. Therefore, heat transfer is performed very well from the high temperature side member to the low temperature side member.
  • these three parties are opposed to each other with a minute interval, and heat transfer is lower than that in the joined state.
  • the heat transfer characteristics of the first and second friction clutches 21 and 22 in the connected state and the disconnected state are also quantitatively obtained in advance by basic experiments or simulations and stored in the control unit 7.
  • the heat dissipation characteristics of the first and second friction clutches 21 and 22 in the connected state and the disconnected state are also quantitatively obtained in advance and stored in the control unit 7.
  • the above-described temperature rise value map, the heat transfer characteristic, and the heat dissipation characteristic are used by a clutch temperature detecting means 71 described later.
  • the first input shaft 31 is a shaft member that is rotationally connected to the engine 91 by the first friction clutch 21 so as to be able to be connected and disconnected.
  • the second input shaft 32 is a shaft member that is rotatably connected to the engine 91 by the second friction clutch 22 so as to be able to be connected and disconnected.
  • the first input shaft 31 has a rod shape
  • the second input shaft 32 has a cylindrical shape and is arranged on the inside and outside of the same axis.
  • the right end of the first input shaft 31 in the drawing is connected to the output side member of the first friction clutch 21.
  • the left end of the first input shaft 31 in the drawing protrudes through the second input shaft 32 and is supported by a ball bearing 36.
  • the right end of the second input shaft 32 in the drawing is connected to the output side member of the second friction clutch 22.
  • a central portion of the second input shaft 32 is pivotally supported by a ball bearing 37.
  • the output shaft 4 is a shaft member that is rotationally connected to a drive wheel (not shown).
  • the output shaft 4 is arranged parallel to the lower side of the first input shaft 31 and the second input shaft 32 in the drawing.
  • the output shaft 4 is pivotally supported at both ends by tapered roller bearings 46 and 47.
  • An output gear 48 is fixedly provided in the vicinity of one tapered roller bearing 46 of the output shaft 4, and the output gear 48 meshes with a differential device 93. Therefore, the output shaft 4 transmits torque to the drive wheels via the differential device 93.
  • the first transmission mechanism 5 is provided between the first input shaft 31 and the output shaft 4.
  • the first speed change mechanism 5 is a mechanism that forms odd-numbered speed stages of the first speed, the third speed, and the fifth speed, in other words, one set of the three gear sets 51, 53, and 55. Is a mechanism that enables selective engagement. Specifically, in order from the left side of the first input shaft 31 in the figure, the first speed drive gear 51A is fixed, the third speed drive gear 53A is provided so as to be freely rotatable, and the fifth speed drive gear 55A is idle. It is provided to be able to roll.
  • a first speed driven gear 51P is rotatably provided at a position where the output shaft 4 faces, a third speed driven gear 53P is fixed, and a fifth speed driven gear 55P is fixed.
  • the first speed drive gear 51A and the first speed driven gear 51P are always meshed with each other to form the first speed gear set 51 that constitutes the first speed gear stage.
  • the first speed driven gear 51P is rotationally connected to the output shaft 4 by the sleeve S1 of the first speed synchromesh mechanism 81 (synchronizer)
  • the first speed gear set 51 is meshed and coupled to transmit torque. It becomes possible.
  • the third speed drive gear 53A and the third speed driven gear 53P are always meshed with each other to form a third speed gear set 53 that constitutes the third speed gear stage.
  • the third speed drive gear 53A When the third speed drive gear 53A is rotationally connected to the first input shaft 31 by the sleeve S35 of the 3-5 speed synchromesh mechanism 82, the third speed gear set 53 is meshed and coupled to transmit torque. It becomes possible. Further, the fifth speed drive gear 55A and the fifth speed driven gear 55P are always meshed with each other to form a fifth speed gear set 55 constituting the fifth speed gear stage.
  • the fifth speed gear 55A is rotationally connected to the first input shaft 31 by the sleeve S35 of the third to fifth speed synchromesh mechanism 82, the fifth speed gear set 55 is meshed and coupled to transmit torque. It becomes possible. Only one set of the first speed gear set 51, the third speed gear set 53, and the fifth speed gear set 55 is selectively meshed by an interlock mechanism (not shown).
  • the second speed change mechanism 6 is provided between the second input shaft 32 and the output shaft 4.
  • the second speed change mechanism 6 is a mechanism that constitutes an even speed stage of the second speed and the fourth speed.
  • one of the two gear sets 62 and 64 can be selectively meshed. It is a mechanism. More specifically, the fourth speed drive gear 64 and the second speed drive gear 62A are fixed in order from the left side of the second input shaft 32 in the drawing.
  • a fourth speed driven gear 64 ⁇ / b> P and a second speed driven gear 62 ⁇ / b> P are provided so as to be free to rotate at locations facing the output shaft 4.
  • the fourth speed drive gear 64A and the fourth speed driven gear 64P are always meshed with each other to form a fourth speed gear set 64 constituting the fourth speed gear stage.
  • the fourth-speed driven gear 64P is rotationally connected to the output shaft 4 by the sleeve S24 of the second-fourth-speed synchromesh mechanism 83, the fourth speed gear set 64 is meshed and can transmit torque.
  • the second speed drive gear 62A and the second speed driven gear 62P are always meshed with each other to form the second speed gear set 62 that constitutes the second speed gear stage.
  • the second speed gear set 62 When the second-speed driven gear 62P is rotationally connected to the output shaft 4 by the sleeve S24 of the second-fourth speed synchromesh mechanism 83, the second speed gear set 62 is meshed and can transmit torque. Become. Only one of the fourth speed gear set 64 and the second speed gear set 62 is selectively meshed.
  • the conventional gear set configuration can be used as appropriate for the reverse gear.
  • the first speed gear stage of the first transmission mechanism 5 When the vehicle starts, the first speed gear stage of the first transmission mechanism 5 is normally used. At this time, the first friction clutch 21 is engaged to perform a large amount of work, and heat generation is increased. Therefore, the temperature T1 of the first friction clutch 21 tends to be higher than the temperature T2 of the second friction clutch 22, and the first friction clutch 21 is likely to fall into a higher temperature state.
  • the timing of the shift speed switching operation is usually determined by determining the conditions of the shift line and the preshift line. That is, when the operating point indicating the running state of the vehicle crosses a predetermined shift line, the shift condition is established, and the shift stage switching operation is started. In the switching operation, both the first and second friction clutches 21 and 22 are brought into a half-clutch state, and a torque switching operation from one of the first and second input shafts 31 and 32 to the other is performed. Further, when the operating point crosses a predetermined preshift line, the preshift condition is established and the preshift operation is started.
  • the control unit 7 is a part that controls the first friction clutch 21, the second friction clutch 22, the first transmission mechanism 5, and the second transmission mechanism 6.
  • the control unit 7 acquires various information such as the operating state of the engine 91 and the vehicle speed, and controls the first and second clutch actuators 23 and 24 in association with the three synchromesh mechanisms 81, 82, and 83.
  • the control part 7 can be comprised using the electronic control apparatus (ECU) which incorporates a microcomputer and operate
  • the control unit 7 includes four functional units, that is, a clutch temperature detection unit 71, a high temperature determination unit 72, a heat release promotion unit 73, and a first heat release adjustment unit 74.
  • the clutch temperature detecting means 71 is a means for actually measuring or estimating the temperature of one of the first friction clutch 21 and the second friction clutch 22 that is engaged from the disconnected state to the connected state when the vehicle starts.
  • the clutch temperature detection means 71 is realized by software of the control unit 7 and estimates the temperatures T1 and T2 of both the first and second friction clutches 21 and 22.
  • a method for estimating the temperature T1 of the first friction clutch 21 will be described as an example.
  • the first friction clutch 21 is disposed in the engine room together with the engine 9. Therefore, the clutch temperature detection means 71 acquires the detection information of the intake air temperature sensor attached to the engine 91 and sets the intake air temperature as the ambient temperature of the first friction clutch 21. Moreover, the clutch temperature detection means 71 can obtain
  • the clutch temperature detecting means 71 can estimate a time-series change in the temperature T1 of the first friction clutch 21 using the above-described ambient temperature, temperature rise value map, heat transfer characteristic, and heat dissipation characteristic. Note that a dedicated temperature sensor may be provided in the vicinity of the first friction clutch 21 to actually measure the temperature T1 instead of estimation.
  • the heat dissipation promoting means 73 is a means that performs a control operation when one of the first friction clutch 21 and the second friction clutch 22 that is engaged from the disconnected state to the engaged state when the vehicle starts is in a high temperature state. . At this time, the heat radiation promoting means 73 sets the first transmission mechanism 5 or the second transmission mechanism 6 that is rotationally connected to the other clutch to a neutral state, and continues the engagement state of the other clutch from the temporary stop to the vehicle start. .
  • FIG. 5 is a side sectional view illustrating the control operation of the first and second friction clutches 21 and 22 by the heat radiation promoting means 73.
  • FIG. 5 shows a control operation when the first friction clutch 21 to be engaged when starting at the first speed is in a high temperature state.
  • the heat radiation promoting means 73 is first in a temporarily stopped state, generates an operating force on one end side of the second clutch actuator 24 as indicated by an arrow F23, applies an operating force indicated by an arrow F24 to the pressure plate 272,
  • the friction clutch 22 is engaged.
  • the second to fourth speed synchromesh mechanism 83 of the second transmission mechanism 6 is set to the neutral state.
  • the control proceeds to start control by the control unit 7, the first speed gear set 51 is meshed and coupled, an operating force (shown by an arrow F13) is generated on one end side of the first clutch actuator 23, and an operating force (arrow F14) is applied to the pressure plate 271. And the first friction clutch 21 is engaged.
  • the vehicle starts at the first speed.
  • frictional heat is generated and the temperature T1 rises.
  • the heat dissipation promoting means 73 maintains the engaged state of the second friction clutch 22 from the time of temporary stop to the start of the vehicle as necessary.
  • the reason why the second friction clutch 22 is engaged is not to transmit torque but to improve heat transfer characteristics. Therefore, it is not necessary to move the pressure plate 272 to the complete joining point, the pressure plate 272, the driven side plate 262, and the driving side plate 25 are in contact with each other, and the heat transfer characteristics are better than in the cut state. It only has to be. As a result, the high heat of the pressure plate 271 and the driven plate 261 of the first friction clutch 21 on the high temperature side quickly moves to the driven plate 262 and the pressure plate 272 on the low temperature side via the drive side plate 25. As a result, the surface area of the high temperature side member is equivalently increased, heat dissipation to the atmosphere is promoted, and the temperature T1 of the first friction clutch 21 is rapidly reduced.
  • the first heat radiation adjustment means 74 is a means for adjusting the length of the operation time of the heat radiation promotion means 73 corresponding to the magnitude of the high temperature state.
  • FIG. 6 is a diagram illustrating the change in the temperature of the clutch at the time of a temporary stop in the prior art.
  • FIG. 7 is a diagram illustrating the change in the temperature of the clutch at the time of temporary stop in the embodiment.
  • three graphs show the rotational speed at the upper stage, the temperature T1 of the first friction clutch at the middle stage, and the torque Tc of the clutch at the lower stage.
  • the horizontal axis represents a common time t, and shows a range of time zones t1 to t3 during temporary stop during vehicle travel.
  • the engine rotational speed NE is kept constant at the idle rotational speed NEi through the time periods t1 to t3 during the temporary stop, and the rotational speed N1 of the first and second input shafts 31 and 32, N2 is zero.
  • the first and second friction clutches 21 and 22 are in a disconnected state, and the torques Tc1 and Tc2 that can be transmitted are zero.
  • the temperature T1old of the first friction clutch 21 is a high temperature T1H at time t1, and gradually decreases with the passage of time.
  • the engine rotational speed NE is constant at the idle rotational speed NEi, and the rotational speeds N1 and N2 of the first and second input shafts 31 and 32 are zero.
  • the first friction clutch 21 is in a disconnected state through the temporarily stopped time zones t1 to t3, and the torque Tc1 that can be transmitted is zero.
  • the second friction clutch 22 is engaged from the time t1 during the temporary stop to the time t2 in the middle, and a torque Tc2 ( ⁇ 0) that can be transmitted is generated.
  • this joint state is not for transmitting torque but for improving heat transfer characteristics.
  • the temperature T1 of the first friction clutch 21 decreases from the high temperature T1H more rapidly (steeply) than the conventional technique indicated by the broken line. Further, since the second friction clutch 22 is disengaged between the times t2 and t3, the decreasing tendency of the temperature T1 of the first friction clutch 21 is almost the same as that in the prior art. As a result, the temperature T1 of the first friction clutch 21 at time t3 is improved by a decrease ⁇ Tgood as compared with the temperature T1old of the prior art.
  • FIG. 8 is a diagram illustrating the speed change operation from the time of a temporary stop in the prior art to the establishment of the second speed through vehicle start at the first speed.
  • FIG. 9A to FIG. 9C are diagrams illustrating the speed change operation from the time of the temporary stop to the establishment of the second speed through the vehicle start at the first speed in the embodiment. 8 and 9A to 9C, in each of the three graphs, the upper stage shows the rotational speed, the middle stage shows the clutch torque Tc, the lower stage shows the state of the second transmission mechanism 6, and the horizontal axis shows the common time t.
  • start control is started at time t12
  • the first speed is established at time t13
  • the speed change condition to the second speed is established at time t14
  • the second speed is set at time t15. The case where the speed is established is illustrated.
  • the engine speed NE is the idle speed NEi, and the speeds N1 and N2 of the first and second input shafts 31 and 32 are zero.
  • the first and second friction clutches 21 and 22 are in a disconnected state, and the torques Tc1 and Tc2 that can be transmitted are zero.
  • the second speed change mechanism 6 is already engaged with the second speed gear set 62 in preparation for the upshift operation after starting.
  • the torque Tc1 that can be transmitted through the first friction clutch 21 is increased.
  • the first input shaft 31 starts rotating by the joining operation, and the rotational speed N1 increases to approach the engine rotational speed NE.
  • the rotational speed N1 of the first input shaft 31 substantially matches the engine rotational speed NE at time t13, the first speed is established, and thereafter the rotational speeds NE and N1 gradually increase.
  • the second input shaft 32 is driven from the output shaft 4 side via the second speed gear set 62, and a rotational speed N2 (indicated by a broken line) corresponding to the second speed is generated.
  • FIGS. 9A to 9C the engaged state of the second friction clutch 22 is continued from the temporary stop to the vehicle start.
  • 9A shows the case where the engaged state of the second friction clutch 22 is canceled by the start of the start control
  • FIG. 9C shows the case where the engaged state of the second friction clutch 22 is continued until the shift condition to the second speed is satisfied.
  • FIG. 9B shows an intermediate case, respectively.
  • 9A to 9C the state at the time t11 during the temporary stop is the same.
  • the engine speed NE is the idle speed NEi
  • the speed N1 of the first and second input shafts 31 and 32. , N2 is zero.
  • the torque Tc1 that can be transmitted when the first friction clutch 21 is in the disconnected state is zero, and the torque Tc2 ( ⁇ 0) that can be transmitted when the second friction clutch 22 is in the connected state. It has occurred.
  • the second transmission mechanism 6 is in a neutral state.
  • the second friction clutch 22 When the condition for shifting to the second speed is satisfied at time t14, the second friction clutch 22 is released from the engaged state, and shifts to the disconnected state by the cutting operation. As a result, the second input shaft 22 enters a free state, so that the second speed gear set 62 of the second transmission mechanism 6 can be meshed, and the second input shaft 32 has a rotational speed N2 (indicated by a broken line) corresponding to the second speed. Occurs). Further, the first friction clutch 21 is disconnected and the second friction clutch 22 is engaged, and the torque Tc1 of the first friction clutch 21 is replaced with the torque Tc2 of the second friction clutch 22. When the first friction clutch 21 is disconnected and the second friction clutch 22 is engaged at time t15, the second speed is established.
  • the second friction clutch 22 is engaged and the heat transfer characteristics are improved, and the high temperature T1H of the first friction clutch 21 is rapidly and significantly lowered. Further, the frictional heat generated by the joining operation of the first friction clutch 21 is also efficiently radiated. That is, since the heat radiation promotion means 73 is operated for a long time after the start at the first speed and priority is given to the suppression of the temperature rise, the durability performance of the first friction clutch 21 can be made more reliable.
  • the second friction clutch 22 is released from the engaged state and is shifted to the disconnected state by the cutting operation.
  • the second input shaft 22 enters a free state, so that the second speed gear set 62 of the second transmission mechanism 6 can be meshed, and the second input shaft 32 has a rotational speed N2 (indicated by a broken line) corresponding to the second speed. Occurs).
  • N2 rotational speed
  • the first friction clutch 21 is disconnected and the second friction clutch 22 is engaged, and the torque Tc1 of the first friction clutch 21 is replaced with the torque Tc2 of the second friction clutch 22.
  • the second speed is established.
  • the second friction clutch 22 is engaged with an intermediate length from time t11 to t1m to improve the heat transfer characteristics, and the high temperature T1H of the first friction clutch 21 is rapidly and intermediate. Decreases by size.
  • the first heat dissipation adjusting means 74 determines the length of the duration of the engaged state of the second friction clutch 22 when it is determined that the temperature is high. Accordingly, the vehicle dual clutch transmission 1 according to the embodiment operates in any one of FIG. 7 and FIGS. 9A to 9C.
  • the temperature of the first friction clutch 21 to be engaged when the vehicle starts at the time of temporary stop is measured or estimated and compared with a specified value to determine the high temperature state.
  • the joint state of the 2nd friction clutch 22 is continued from the time of a temporary stop to a vehicle start.
  • the heat transfer from the first friction clutch 21 to the second friction clutch 22 is promoted via the common drive side plate 25, and the heat dissipation characteristics of the entire clutch portion are improved.
  • the temperature of the first friction clutch 21 in the high temperature state can be quickly lowered during the temporary stop, and the temperature increase due to the frictional heat generated in the joining operation at the start can be suppressed.
  • it is not necessary to change the structure of the transmission 1 when implementing the present invention and only the control method of the control unit 7 needs to be changed, so that the manufacturing cost does not increase.
  • the first heat radiation adjusting means 74 is further provided to adjust the length of the operation time of the heat radiation promoting means 73 corresponding to the magnitude of the high temperature state. Therefore, when the high temperature state is severe, the durability performance of the second friction clutch 21 can be ensured by operating the heat radiation promoting means 73 for a long time from the temporary stop to the vehicle start to give priority to the suppression of the temperature rise. In addition, when the high temperature state is mild, the heat radiation promoting means 73 is terminated early to enable the shift-up shift operation to the second speed, and shift control giving priority to acceleration maneuverability can be performed.
  • the 1st heat radiation adjustment means 74 of the control part 7 can also be replaced with the 2nd heat radiation adjustment means.
  • the second heat radiation adjustment means adjusts the operation end timing of the heat radiation promotion means 73 according to the temperature change of one of the first friction clutch 21 and the second friction clutch 22 determined to be in the high temperature state. For example, the second friction clutch 22 is engaged when the temperature T1 of the first friction clutch 21 is compared with the specified value T0 during the temporary stop and is determined to be in a high temperature state, and thereafter, the first friction clutch 21 is sequentially increased. The temperature T1 is estimated. Then, when the temperature T1 decreases to a specified value T0 or less, the engaged state of the second friction clutch 22 is canceled.
  • the operation end timing of the heat radiation promoting means 73 is adjusted according to the change in the temperature T1 of the first friction clutch 21. Therefore, when the first friction clutch 21 temperature T1 has settled within a preferred range, for example, a specified value T0 or less, the heat radiation promoting means 73 can be terminated and controlled so as to be able to cope with the upshifting operation. Thereby, it is possible to achieve both the suppression of the temperature rise of the first friction clutch 21 and the shift control with good acceleration controllability.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)
  • Control Of Transmission Device (AREA)
PCT/JP2012/006348 2011-10-04 2012-10-03 車両用デュアルクラッチ式変速機 WO2013051256A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201280004766.6A CN103328846B (zh) 2011-10-04 2012-10-03 车辆用双离合器式变速器
DE112012001011.6T DE112012001011B4 (de) 2011-10-04 2012-10-03 Doppelkupplungsgetriebe für Fahrzeuge

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JP2011219896A JP5921126B2 (ja) 2011-10-04 2011-10-04 車両用デュアルクラッチ式変速機

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KR101459928B1 (ko) * 2013-07-16 2014-11-07 현대자동차주식회사 차량의 dct 제어방법
CN103711891B (zh) * 2013-12-30 2016-06-01 长城汽车股份有限公司 一种双离合变速器起步控制方法
JP5748086B1 (ja) 2014-11-28 2015-07-15 昌克 ▲高▼野 デュアルクラッチの係脱機構
KR101714248B1 (ko) 2015-10-28 2017-03-09 현대자동차주식회사 Dct차량의 변속 제어방법
CN106895141A (zh) * 2015-12-21 2017-06-27 南京农业大学 一种双离合变速器控制方式
KR101813542B1 (ko) 2016-10-06 2018-01-30 현대자동차주식회사 하이브리드 차량 및 그 제어 방법
KR20180067783A (ko) * 2016-12-12 2018-06-21 현대자동차주식회사 Dct 차량의 제어방법
CN107246445A (zh) * 2017-06-24 2017-10-13 重庆隆旺机电有限责任公司 半离合式双离合器
CN110435441B (zh) * 2019-08-16 2023-02-28 八方电气(苏州)股份有限公司 电摩电机变速系统扭矩控制结构及调试方法
EP3786488A1 (de) * 2019-09-02 2021-03-03 Mazda Motor Corporation Steuervorrichtung für automatikgetriebe, automatikgetriebe, fahrzeug und verfahren zur steuerung eines automatikgetriebes

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JP5921126B2 (ja) 2016-05-24
CN103328846B (zh) 2016-03-30
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JP2013079675A (ja) 2013-05-02
CN103328846A (zh) 2013-09-25

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