JP2010078118A - Speed change control device - Google Patents

Abstract

To provide a shift control device capable of reducing both shift time and shift shock by controlling clutch hydraulic pressure during shift operation.
A first clutch CL1 connects and disconnects a rotational driving force to a first main shaft 16, and a second clutch CL2 connects and disconnects a rotational driving force to a second main shaft 15. The transmission TM is configured to be capable of shifting between adjacent gears by switching the connection / disconnection state of the two clutches. A linear solenoid valve 28 for supplying clutch hydraulic pressure, a shift valve 25 for switching a hydraulic pressure supply destination between both clutches, and a control unit 100 for controlling both valves are provided. When there is a shift instruction while a predetermined gear position is selected and the maximum hydraulic pressure P3 is supplied to one side of both clutches, the control unit 100 switches the hydraulic pressure supply destination to the clutch on the other side and sets the maximum hydraulic pressure P3. Only the predetermined time ta is supplied. After the elapse of the predetermined time ta, the second hydraulic pressure P2 is supplied only for the second predetermined time tb.
[Selection] Figure 6

Description

  The present invention relates to a transmission control device, and more particularly to a transmission control device for a transmission including a twin clutch that is connected / disconnected by hydraulic pressure supply.

  2. Description of the Related Art Conventionally, two clutches (first and second clutches) are provided between a crankshaft and a transmission main shaft (main shaft). There is known a twin-clutch transmission in which the clutch can be alternately connected / disconnected to sequentially shift the engine without interrupting the transmission of the driving force of the engine.

In Patent Document 1, a single linear solenoid valve that controls the hydraulic pressure supplied from a hydraulic pressure supply source, and a shift valve that switches a hydraulic pressure supply destination by the linear solenoid valve to one of the first and second clutches, A twin clutch type transmission that controls connection / disconnection of two clutches is disclosed.
Japanese Patent No. 2007-92907

  In the twin-clutch transmission described in Patent Document 1, when shifting from a state in which a predetermined shift stage is established, hydraulic pressure is supplied from one clutch in a connected state to the other clutch in a disconnected state. This is executed by switching the destination. At this time, in the control only by switching the supply destination of the hydraulic pressure while the maximum hydraulic pressure is applied, there is a possibility that the shift shock becomes large. One way to deal with this is to release the hydraulic pressure applied to the clutch on one side, then switch the hydraulic pressure supply destination and start the supply to the other side. There is a problem that the time required for the process tends to be long.

  An object of the present invention is to solve the above-described problems of the prior art and to provide a shift control device that enables both shortening of the shift time and reduction of the shift shock by controlling the clutch hydraulic pressure during the shift operation. It is in.

  In order to achieve the above object, the present invention includes a transmission having a plurality of gear pairs corresponding to a gear position between a main shaft and a counter shaft, and a plurality of clutch plates disposed on the main shaft. A twin-clutch transmission speed change control apparatus comprising a multi-plate type first clutch and a second clutch comprising a second clutch, and the twin clutch connecting and disconnecting the rotational driving force of the engine to and from the transmission. The main shaft is composed of a first main shaft that supports a plurality of gears of odd-numbered speeds and a second main shaft that supports a plurality of gears of even-numbered speeds, and the first clutch includes the first clutch The rotational driving force transmitted to the main shaft is connected / disconnected, the second clutch connects / disconnects the rotational driving force transmitted to the second main shaft, and the transmission switches the connection / disconnection state of the twin clutch. And a single hydraulic pressure supply means for supplying hydraulic pressure for connecting / disconnecting the twin clutch, and a hydraulic pressure supplied from the hydraulic pressure supply means. A hydraulic pressure supply destination switching means for switching the supply destination between the first clutch and the second clutch; and a control unit for controlling the hydraulic pressure supply means and the hydraulic pressure supply destination switching means. Is selected and a shift instruction is given while the maximum hydraulic pressure is supplied to one side of the first clutch or the second clutch, the hydraulic pressure supply destination switching means switches the hydraulic pressure supply destination to the other clutch. The first feature is that the maximum hydraulic pressure is supplied only for a predetermined time before the friction force is generated on the clutch plate.

  An oil temperature sensor for detecting an oil temperature of oil supplied to the clutch from the hydraulic pressure supply means; an engine speed sensor for detecting the engine speed; and the engine speed and the oil temperature based on the engine speed. A second feature is that it includes a data table for deriving a predetermined time.

  A third feature is that the control unit supplies a second hydraulic pressure smaller than the maximum hydraulic pressure only for a second predetermined time after the predetermined time has elapsed.

  A fourth feature is that the second predetermined time is calculated based on the predetermined time.

  The second hydraulic pressure has a fifth characteristic in that it is determined in advance.

  Further, the data table has a sixth feature in that the estimated value of the hydraulic pressure generated in the twin clutch can be derived based on the engine speed and the oil temperature.

  Further, the control unit executes hydraulic control for gradually increasing from a third hydraulic pressure smaller than the second hydraulic pressure during a third predetermined time set after elapse of the second predetermined time. There is a seventh feature.

  According to the first feature, the control unit switches the hydraulic pressure supply destination when there is a shift instruction while the predetermined gear position is selected and the maximum hydraulic pressure is supplied to one side of the first clutch or the second clutch. The hydraulic pressure supply destination is switched to the clutch on the other side by means, and the first control for supplying the maximum hydraulic pressure is executed only for a predetermined time before the friction force is generated on the clutch plate. In the initial stage of the shift operation for switching from the other clutch to the other clutch, the invalid stroke of the other clutch can be shortened in the shortest time. As a result, it is possible to reduce the shock at the time of shifting without extending the time until the shifting operation is completed.

  According to the second feature, based on the oil temperature sensor for detecting the oil temperature of the oil supplied to the clutch from the hydraulic pressure supply means, the engine speed sensor for detecting the engine speed, the engine speed and the oil temperature. And a data table for deriving the predetermined time, it is possible to easily derive the predetermined time for supplying the maximum hydraulic pressure. In addition, when the oil temperature is low and the oil viscosity is high, or when the engine speed is low, it is possible to set a predetermined time or the like, and it is possible to execute invalid stroke filling processing according to the state of the transmission. it can.

  According to the third feature, the control unit executes the second control for supplying the second hydraulic pressure smaller than the maximum hydraulic pressure only for the second predetermined time after the predetermined time elapses. It will be executed in two stages, the maximum speed and a lower speed, and even if there is a variation in the invalid stroke of the clutch due to product error, etc., this will be absorbed in the second stage of processing, and the invalid stroke will be securely packed. Is possible.

  According to the fourth feature, since the second predetermined time is calculated based on the predetermined time derived from the data table, the process for deriving the predetermined time using the data table is only required once, and the calculation is performed. It is possible to reduce the processing burden.

  According to the fifth feature, since the second hydraulic pressure is determined in advance, it is not necessary to calculate the hydraulic pressure value to be supplied during the second predetermined time, and the burden of calculation processing can be reduced.

  According to the sixth feature, since the data table is configured to be able to derive an estimated value of the hydraulic pressure generated in the twin clutch based on the engine speed and the oil temperature, the hydraulic pressure generated in the twin clutch is detected. This eliminates the need for a hydraulic pressure sensor, and reduces the number of parts of the transmission control device, thereby simplifying the configuration.

  According to the seventh feature, the control unit causes the hydraulic pressure to gradually increase from a third hydraulic pressure smaller than the second hydraulic pressure during a third predetermined time set after the elapse of the second predetermined time. Since the third control for supplying the stroke is executed, after the two-stage invalid stroke filling process is completed, the clutch for which the invalid stroke filling process is completed is gradually shifted to the engaged state, so that the shift operation can be completed smoothly. It becomes possible.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a cross-sectional view of an engine 1 to which a shift control device according to an embodiment of the present invention is applied. The engine 1 as a power source of a saddle-ride type four-wheel vehicle or the like is integrally configured with a transmission TM having five forward speeds and one reverse speed. A connecting rod 4 is rotatably supported on the crankshaft 2 rotatably supported by the crankcase 21 via a crankpin 3. A piston 5 that slides in a sleeve 7 provided in the cylinder 6 is attached to the other end of the connecting rod 4, and a valve mechanism that controls intake and exhaust of air-fuel mixture and combustion gas is provided above the cylinder 6. The stored cylinder head 8 and cylinder head cover 9 are fixed.

  A start clutch 10 having a clutch outer 11 and a clutch shoe 12 is provided at the left end of the crankshaft 2. The starting clutch 10 is provided between the clutch shoe 11 and the clutch outer 12 that rotates together with the crankshaft 2 when the engine speed, that is, the rotation speed of the crankshaft 2 exceeds a predetermined value (for example, 2000 rpm). Thus, a frictional force is generated, whereby a rotational driving force is transmitted to the output gear 13 fixed to the clutch outer 11.

  The rotational driving force transmitted to the output gear 13 includes a primary gear 14, a twin clutch TCL comprising a first clutch CL1 and a second clutch CL2, an inner primary shaft (inner main shaft, corresponding to the first main shaft) 16 as a main shaft, and this. A pair of gears G1 to G5, GR provided between an outer primary shaft (outer main shaft, corresponding to a second main shaft) 15 and a primary shaft 15, 16 and a counter shaft (counter shaft) 17 that are pivotally supported by the shaft. Is transmitted to the output shaft 20 via the transmission TM composed of the driving gear 18 and the driven output gear 18 and the driven output gear 19. The twin clutch TCL has a configuration in which the first clutch CL1 and the second clutch CL2 are arranged back to back with the primary gear 14 interposed therebetween, and the hydraulic path for driving the clutch is inside the left case 22 of the crankcase 21. At a position on the axis of the main shaft.

  FIG. 2 is a block diagram showing an oil passage structure for driving the hydraulic twin clutch TCL. The same reference numerals as those described above denote the same or equivalent parts. The hydraulic pressure for driving the first clutch CL1 and the second clutch CL2 is generated by a trochoid feed pump 31 that rotates as the crankshaft 2 rotates. The oil sucked from the oil tank 35 by the feed pump 31 via the oil strainer 33 is supplied to the crankshaft 2, the cylinder head 8 and the transmission TM via the relief valve 30 and the oil filter 29 which keep the hydraulic pressure at a predetermined value. Supplied to each lubrication path. In the present embodiment, a second pump 32 that sucks up oil from the oil pan 36 via the oil strainer 34 is also provided.

  A part of the hydraulic pressure generated by the feed pump 31 includes a linear solenoid valve 28, an emergency valve 27, a shift solenoid 25, a shift valve 26, orifice control valves 23 and 24, a first clutch CL1, and a second clutch CL2. Supplied to the hydraulic circuit for driving the clutch. That is, in this hydraulic mechanism, the engine lubricating oil and the clutch driving oil are shared.

  This hydraulic mechanism is configured to alternately switch the connection state of the first clutch CL1 and the second clutch CL2 when the shift solenoid 25 is energized. The linear solenoid valve 28 can control the hydraulic pressure generated by the feed pump 31 to arbitrarily change the hydraulic pressure supplied to both clutches. That is, the feed pump 31 and the single linear solenoid valve 28 constitute a hydraulic pressure supply means.

  The hydraulic pressure supplied from the linear solenoid valve 28 is introduced into the shift valve 26 via the emergency valve 27. The emergency valve 27 shifts by bypassing the linear solenoid valve 28 by manually switching the oil path and opening the bypass circuit when the hydraulic pressure cannot be supplied due to a malfunction of the linear solenoid valve 28 or the like. This is a valve that enables oil to be directly supplied to the valve 26.

  The shift solenoid 25 is opened when energization is on, and hydraulic oil for switching the oil passage is supplied to the shift valve 26 in accordance with this opened state. Thereby, the shift valve 26 switches the supply destination of the hydraulic pressure from the linear solenoid valve 28 to the first clutch CL1, and puts the first clutch CL1 into a connected state. That is, the shift solenoid 25 and the shift valve 26 constitute hydraulic pressure supply destination switching means.

  On the other hand, the shift solenoid 25 is closed when the power is turned off. As a result, the shift valve 26 switches the hydraulic pressure supply destination to the second clutch CL2, and the second clutch CL2 enters the connected state. The orifice control valves 23 and 24 have a function of reducing a shift shock by removing excess hydraulic pressure after the clutch is connected.

  FIG. 3 is a partially enlarged cross-sectional view of FIG. The same reference numerals as those described above denote the same or equivalent parts. The transmission TM is a sequential multi-stage transmission with five forward speeds and one reverse speed. The speed change operation between the respective speed stages is performed by turning on / off the hydraulic pressure applied to the twin clutch TCL and the first sleeve as a speed change mechanism. This is executed by a combination of the sliding operation in the axial direction of M1, the second sleeve M2, and the third sleeve M3.

  The primary gear 14 that is rotatably coupled to the outer primary shaft 15 and the inner primary shaft 16 incorporates an impact absorbing mechanism by a spring 40 in order to absorb a shock when transmitting the driving force. In this embodiment, the 1st clutch CL1 and the 2nd clutch CL2 have the same structure which consists of a combination of the same components. Hereinafter, the configuration of the first clutch CL1 will be described as a representative, and the corresponding components of the second clutch CL2 are shown in parentheses.

  The first clutch CL1 (second clutch CL2) is provided with a piston B1 (B2) that is hermetically inserted through an oil seal at the bottom of a clutch case C1 (C2) fixed to the primary gear 14. The piston B1 (B2) is pushed out in the left direction (right direction) when hydraulic oil is pumped from an oil passage A1 (A2) provided in the inner primary shaft 16, and on the other hand, when the supply oil pressure decreases, It is configured to return to its original position by the spring force of the spring.

  In addition, on the left side (right side) of the piston B1 (B2) in the figure, the three friction disks that are non-rotatably engaged with the clutch case C1 (C2) and the arm D1 (D2) are non-rotatably engaged. A clutch plate composed of three clutch plates is disposed, and when the piston B1 (B2) is pushed in the left direction (right direction) in the figure, a frictional force is generated between the clutch plates. . With the above configuration, the rotational driving force of the primary gear 14 only rotates the clutch case C1 (C2) unless the piston B1 (B2) is pushed out by hydraulic pressure, but the hydraulic pressure is supplied to cause the piston B1 (B2) to rotate. When pushed out, the arm D1 (D2) is driven to rotate. At this time, it is possible to create a half-clutch state or the like by hydraulic control of the linear solenoid valve 28.

  An oil passage distributor 39 composed of a double pipe is inserted and fixed in an oil gallery 16 a provided at the axis of the inner primary shaft 16. Thereby, the hydraulic pressure given to the supply oil path 37 drives the piston B1 of the first clutch CL1 from the outer pipe of the oil path distributor 39 through the oil path A1, while the hydraulic pressure given to the supply oil path 38 is The piston B2 of the second clutch CL2 is driven through the oil passage A2 from between the outer tube and the inner tube of the oil passage distributor 39.

  The arm D1 on the first clutch CL1 side is fixed to the left end of the inner primary shaft 16 in the figure, while the arm D2 on the second clutch CL2 side is fixed to the outer primary shaft 15. A first speed drive side gear I1 and a third speed drive side gear I3 are attached to the inner primary shaft 16 so as to be non-slidable in the axial direction and rotatable in the circumferential direction. A third sleeve M3 formed with a gear I5 is attached so as to be slidable in the axial direction and not rotatable in the circumferential direction.

  On the other hand, the outer primary shaft 15 is formed with a second speed drive side gear I2 and a fourth speed drive side gear I4. Further, the counter shaft 17 includes a first sleeve M1 that is slidable in the axial direction and is not rotatable in the circumferential direction, a first speed driven gear O1 that is not slidable in the axial direction and is not rotatable in the circumferential direction, and an axial direction. A second speed driven gear O2 and a third speed driven gear O3 that are non-slidable and rotatable in the circumferential direction are formed, and a second sleeve M2 that is slidable in the axial direction and cannot be rotated in the circumferential direction is formed. A fourth speed driven gear O4 that is not slidable and rotatable in the circumferential direction, and a fifth speed driven gear O5 that is not slidable in the axial direction and rotatable in the circumferential direction are attached.

  The first sleeve M <b> 1 to the third sleeve M <b> 3 are configured to connect and disconnect a dog clutch provided between adjacent gears by sliding each of them in the axial direction. The dog clutch is configured by fitting dog teeth or dog holes provided in a sleeve and dog holes or dog teeth provided in a gear adjacent to the sleeve. The dog clutch is a well-known mechanism that enables power transmission between adjacent gears on the same axis by fitting the dog teeth (dowels) and the dog holes (dowel holes). The transmission TM according to the present embodiment is provided with dog clutches DC1 to DC5 for 1st to 5th speeds and a dog clutch DCR for reverse gears. The transmission TM transmits the rotational driving force of the crankshaft 2 via any gear pair by combining the connection state of the first clutch CL1 and the second clutch CL2 and the positions of the first sleeve M1 to the third sleeve M3. Whether to transmit to the countershaft 17 can be selected.

  The reverse gear OR rotatably supported on the countershaft 17 is always meshed with a reverse output gear (not shown) to constitute a gear pair GR. The first clutch CL1 connects and disconnects the rotational driving force in the first, third, and fifth odd-numbered shift stages, while the second clutch CL2 performs the second- and fourth-speed even-numbered shift stages and reverse. The gear is configured to connect and disconnect the rotational driving force. Thereby, for example, when shifting up sequentially from the first speed, the connection state of the first clutch CL1 and the second clutch CL2 is alternately switched.

  FIG. 4 is a sectional view of the speed change mechanism of the transmission TM and a development view of the shift drum 44. A hollow cylindrical shift drum 44 is rotatably supported with respect to the crankcase 21 in the vicinity of the transmission TM. The shift drum 44 is disposed parallel to the axial direction of the transmission TM, and the outer peripheral surface thereof has lead grooves 45 to 47 with which cylindrical protrusions formed on the lower end portions of the shift forks 41 to 43 are engaged. Is formed. The shift forks 41 to 43 are engaged with each other so as to be slidable in the axial direction of a fork rod 74 disposed in parallel with the shift drum 44. Thereby, when the shift drum 44 is rotated, the first sleeve M1 to the third sleeve M3 (see FIG. 3) engaged with the other end portions (not shown) of the shift forks 41 to 43 are respectively connected to the shafts. Will be slid in the direction.

  Normally, the shift drum of the transmission is set with a rotational position that corresponds to each shift stage number on a one-to-one basis. However, in the shift drum 44 according to the present embodiment, the combination with the twin clutch TCL described above. , Has its own rotation position setting. Referring to the development view of FIG. 4, in the rotational position of the shift drum 44, following the reverse: PR and neutral: PN, the predetermined rotational position is P1-2, 2-3, corresponding to 1-2 speed. P3-4 corresponding to the corresponding P2-3, 3-4 speed, and P4-5 corresponding to the 4-5 speed are set, respectively. This is because, for example, when the shift drum 44 is in the predetermined rotation position P1-2, the shift between the first speed and the second speed is performed only by switching the connection state of the first clutch CL1 and the second clutch CL2. Means that operation is possible.

  In this embodiment, PN2, PN3, and PN4 are set as half-neutral positions in the middle of the predetermined rotation positions of the shift drum 44, respectively. By setting the half-neutral position, for example, when the shift drum 44 is rotated from the predetermined rotation position P1-2 to the next predetermined rotation position P2-3 in the shift-up direction, By passing through the neutral position PN2, the rotational speed of the shift drum 44 is temporarily reduced. As a result, the shift shock is reduced and a more reliable shift operation can be performed.

  The rotation operation of the shift drum 44 is performed by an electric motor 48 as an actuator that is driven and controlled by a control unit described later. The rotational driving force of the electric motor 48 is transmitted from the output shaft 49 to the shift spindle 52 via the intermediate gear 50 and the sector gear 51. A plate-like shift arm 53 is attached to the shift spindle 52, and when the shift arm 53 performs one reciprocating motion in a forward / reverse direction by a predetermined angle, the shift drum 44 is unidirectional via the pole ratchet mechanism 60. It is configured to rotate by a predetermined angle.

  The drum center 61 fixed to the shift drum 44 so as not to rotate by the center bolt 55 has a function of giving moderation to the switching operation of the shift drum 44 between a predetermined rotation position and a half-neutral position. The pole ratchet mechanism 60 is rotatably held by a guide plate 56 and a shifter assembly 54 fixed to the crankcase 21, and one end of the shifter assembly 54 is formed on the shift arm 53. It is engaged with the engagement hole. Between the shift spindle 52 and the guide pin 57, a return spring 58 that applies a biasing force in a direction to return the shift arm 53 to the initial position is engaged. A shift position sensor 70 is provided at the right end of the shift drum 44 in the drawing as position detecting means for detecting the current gear position based on the rotational position of the shift drum 44. Is attached with a rotation angle sensor 59.

  In the transmission TM according to the present embodiment, while traveling at a predetermined shift speed, the shift drum 44 is set to a predetermined speed corresponding to the next shift speed in preparation for the next shift operation while maintaining the transmission of the rotational driving force. A so-called “preliminary shift” operation in which the rotation position is previously rotated is possible. This preliminary speed change operation is performed, for example, after the shift up from the second speed to the third speed is completed and the shift drum 44 is moved in advance to the next predetermined time on the shift up side in preparation for the upshift to the next fourth speed. In the above example, the shift drum 44 is rotated from P2-3 to P3-4 (see FIG. 4) during traveling at the third speed. . If such a preliminary shift is executed, when the shift up shift command to the fourth speed is issued, the shift up is completed only by turning off the shift solenoid 25 simultaneously with the shift command. Can be shortened. At the time of shift down, the shift drum 44 is configured to start rotating after a shift down shift command is input.

  Further, when switching from the neutral state to the in-gear state, the shift drum 44 is rotated from the PN to the P1-2 position, and a shift between the first speed and the second speed is possible only by switching the clutch engagement state. It becomes a state. When the shift drum 44 rotates, the first-speed and second-speed dog clutches are engaged almost simultaneously with the two clutches disengaged and the rotation of the main shaft stopped. Therefore, the dog tip contact state in which the dog teeth (dowels) of the dog clutch do not smoothly enter the dog holes (dowel holes) is likely to occur. The shift control device according to the present embodiment prevents the occurrence of a dog tip contact state when switching from the neutral to the in-gear state by hydraulic control of the clutch.

  FIG. 5 is a block diagram showing the configuration of the shift control apparatus according to the present embodiment. The same reference numerals as those described above denote the same or equivalent parts. The transmission TM is an automatic type or a semi-automatic type transmission in which an occupant issues a shift command by a switch operation or the like by controlling the shift solenoid 25, the linear solenoid valve 28, and the electric motor 48 by the control unit 100. Function. Thereby, the rotational driving force of the engine 1 is transmitted to the drive wheels WP after being decelerated at a predetermined shift stage of the transmission TM.

  The control unit 100 can control the connection / disconnection timing and speed of the twin clutch TCL, the drive timing and drive speed of the shift drum 44, and the like according to various traveling conditions. The control unit 100 includes a shift position sensor 70 that detects the rotational position of the shift drum 44, an engine speed sensor 101 that detects the speed of the engine 1, a vehicle speed sensor 102 that detects the traveling speed of the vehicle, and engine lubricating oil. An oil temperature sensor 103 for detecting the temperature of the engine, a timer 104 for measuring various predetermined times calculated by the control unit 100, a shift spindle rotation angle sensor 59 for detecting the rotation angle of the shift spindle 52, the first clutch CL1, and the second clutch CL2. Output signals from various sensors including a first hydraulic pressure sensor 105 and a second hydraulic pressure sensor 106 that respectively detect the hydraulic pressure generated in the clutch CL2 are input.

  FIG. 6 is a timing chart showing a clutch control procedure by the shift control apparatus according to the present embodiment. In this figure, the shift solenoid 25 is turned on and off, the hydraulic pressure command value Ps of the linear solenoid valve 28, the control mode (first, second, and third control) of the linear solenoid valve 28, and the hydraulic pressure of the second clutch CL2, respectively. The measured value Pb and the hydraulic pressure measured value Pa of the first clutch CL1 are shown. This time chart corresponds to the time of shifting from an even gear to an odd gear. In the following description, an example is shown in which the gear is shifted to the third speed during the second speed.

  As described above, the transmission TM connects / disconnects the rotational driving force transmitted to the inner main shaft 16 that supports the odd-numbered shift speeds (1, 3 and 5th speed) with the first clutch CL1, and the even-numbered shift speed (2, The rotational driving force transmitted to the outer main shaft 15 that supports (fourth speed) is connected and disconnected by the second clutch CL2. As a result, when switching from the even gear to the odd gear, the shift solenoid 25 is switched from OFF to ON, and the hydraulic pressure supply destination from the linear solenoid valve 28 is switched from the second clutch CL2 to the first clutch CL1.

  First, at time t0 during traveling in the second gear, the shift solenoid 25 is in an off state, and the second clutch CL2 to which the maximum hydraulic pressure P3 is supplied is in a fully connected state. At time t10, when a shift command from the second speed to the third speed is issued, the control unit 100 turns on the shift solenoid 25 and switches the hydraulic pressure supply destination to the first clutch CL1. By switching the hydraulic pressure supply destination, the hydraulic pressure Pb of the second clutch CL2 starts to drop immediately, while the hydraulic pressure Pa of the first clutch CL1 starts to rise with a slight delay. The shift command at time t10 is configured to be executed by the control unit 100 based on output signals of various sensors, operation of a shift button by an occupant, and the like.

  As described above, the twin clutch TCL according to the present embodiment supplies hydraulic pressures to the first clutch CL1 and the second clutch CL2, respectively, so that the hydraulic pistons B1, B2 (FIG. 2) against the urging force of the clutch spring. The hydraulic pistons B1 and B2 press the clutch plate so that the clutch is engaged. Therefore, when the hydraulic pressure supply is stopped, the hydraulic pistons B1 and B2 are pushed back to the initial positions by the urging force of the clutch spring, and the clutch is disengaged.

  With this configuration, the first clutch CL1 and the second clutch CL2 have an ineffective stroke corresponding to the sliding of the hydraulic pistons B1 and B2 from the start of supply of hydraulic pressure until the friction force is generated on the clutch plate. However, according to the clutch control according to the present embodiment, the time for supplying the maximum hydraulic pressure (first hydraulic pressure) P3 to the first clutch CL1 during the switching of the hydraulic pressure supply destination accompanying the shift operation is set to the predetermined time ta (first By executing the first control for a predetermined time, the invalid stroke of the first clutch CL1 can be shortened in the shortest time.

  In response to the shift command at time t10, the timer 104 starts measuring the predetermined time ta. The predetermined time ta (for example, 50 ms) is derived using the two data tables shown in FIG. Reference is now made to FIG. In order to derive the predetermined time ta, first, the engine speed Ne and the oil temperature T detected by the engine speed sensor 101 and the oil temperature sensor 103 are applied to the Ne-oil pressure estimated value table, and the feed pump A hydraulic pressure estimated value P corresponding to the maximum pressure that can be supplied by 31 (see FIG. 2) is derived.

  In this data table, a plurality of graphs showing the relationship between the engine speed Ne and the estimated oil pressure value P are provided for each oil temperature, and the estimated oil pressure value P in consideration of the viscosity change accompanying the oil temperature change is derived. Can do. In the present embodiment, the oil pressure estimated value P is set to be higher as the oil temperature T is higher. According to this data table for deriving the estimated hydraulic pressure value P, a hydraulic pressure sensor for detecting the maximum hydraulic pressure generated in the feed pump 31 becomes unnecessary, the number of parts of the speed change control device is reduced, and the configuration is simplified. can do.

  Next, the estimated oil pressure value P and the oil temperature T are applied to the oil temperature-invalid stroke filling timer setting value table to derive the invalid stroke filling timer setting value S. In this data table, a plurality of graphs showing the relationship between the oil temperature T and the invalid stroke filling timer set value S are provided for each estimated hydraulic pressure, and the invalid stroke filling timer setting in consideration of the pressure that can be supplied by the feed pump 31 is provided. The value S can be derived. In the present embodiment, the higher the estimated hydraulic pressure P, the smaller the invalid stroke filling timer set value S is set. Note that the above-described derivation process of the predetermined time ta can be set so as to be repeatedly executed during traveling at a predetermined shift stage, in addition to being executed when a shift command is issued.

  Returning to the time chart of FIG. 6, the first control started at time t10 is continued until time t20 when the predetermined time ta elapses. The second clutch hydraulic pressure measurement value Pb that falls with the start of the first control has a drastic decrease in the descending speed at time t15. This is because immediately after the hydraulic pressure supply is switched, the hydraulic oil is easily released from the hydraulic piston cylinder by releasing the supplied hydraulic pressure while the urging force of the clutch spring is strong. At the stage of returning the piston to the initial position, the oil passage for supplying the working oil has a small diameter, and therefore, the speed at which the working oil is released decreases.

  On the other hand, the first clutch hydraulic pressure measurement value Pa, which starts to increase with the start of the first control, also greatly decreases at the time t15. This is because immediately after the hydraulic pressure supply is started, the hydraulic oil is easily increased because the hydraulic oil is poured into the empty cylinder, but then the hydraulic pressure is increased from the state where the hydraulic oil is filled in the cylinder. This is because the speed decreases.

  Next, from time t20 to t30, second control for supplying the second hydraulic pressure P2 only for the second predetermined time tb is executed. According to the second control, even if there is a variation in the invalid stroke of the clutch due to a product error or the like by supplying a hydraulic pressure P2 (for example, 50% of P3) lower than the hydraulic pressure P3 applied in the first control, By absorbing this, it becomes possible to reliably close the invalid stroke. The second hydraulic pressure P2 is a preset value, and the calculation process of the hydraulic pressure value is not necessary, and the burden of the arithmetic processing can be reduced. Further, the second predetermined time tb applied in the second control can be calculated based on the predetermined time ta derived from the data table of FIG. 7, such as multiplying the predetermined time ta by a predetermined coefficient. . Further, a dedicated data table for deriving the second predetermined time tb may be provided, and the second predetermined time tb may be derived after the shift command is issued.

  In subsequent times t30 to t40, the third control is executed to gradually increase the supply hydraulic pressure value for a predetermined time tc from the third hydraulic pressure P1 (for example, 10% of the hydraulic pressure P3) lower than the second hydraulic pressure P2. Is done. According to the third control, the shift operation can be completed smoothly by gradually shifting the first clutch CL1 to the engaged state after the two-stage invalid stroke filling process by the first and second controls is completed. it can. Since the third hydraulic pressure P1 according to the present embodiment is a preset value, it is possible to reduce the burden of calculating this.

  The third predetermined time tc may be calculated based on the predetermined time ta as well as the second predetermined time tb, or may be derived using a dedicated data table. Further, the rate of increase from the third oil pressure P1 may be determined by feedback control based on a change in the first clutch oil pressure measurement value Pa in addition to a predetermined constant value. Furthermore, the third hydraulic pressure P1, the third predetermined time tc, and the rate of increase from the hydraulic pressure P1 can be set in consideration of the number of gears at the time of shifting.

  At time t40 when the third control ends, the hydraulic pressure command value Ps of the linear solenoid valve 28 is switched to P3 that is the maximum hydraulic pressure. As a result, the hydraulic pressure measurement value Pa of the first clutch CL1 reaches the maximum hydraulic pressure P3 at time t50, which is slightly delayed from time t40, and is in a fully connected state. In this embodiment, an example of shifting from an even gear to an odd gear is shown. However, when shifting from an odd gear to an even gear (for example, from 3rd gear to 4th gear). Also, the same invalid stroke filling control can be executed.

  FIG. 8 is a flowchart showing a flow of clutch control according to the present embodiment. This flowchart corresponds to the time chart shown in FIG. 6 and is executed by the control unit 100. First, in step S1, it is determined whether or not an upshift command has been issued by an occupant's operation or the like. If an affirmative determination is made in step S1, the engine speed Ne is detected in step S2, and the oil temperature T is detected in the subsequent step S3. If a negative determination is made in step S1, the determination returns to step S1.

  In step S4, the estimated oil temperature value P is derived by applying the engine speed Ne and the oil temperature T to the Ne-oil temperature estimated value table shown in FIG. In the subsequent step S5, the invalid stroke filling timer setting value S is derived by applying the estimated oil pressure value P and the oil temperature T to the oil temperature-invalid stroke filling timer setting value table.

  When the timer set value S is derived in step S5, in step S6, based on the timer set value S, the first predetermined time ta as the execution time of the first, second and third controls, the second A predetermined time tb and a third predetermined time tc are calculated. Next, in step S7, invalid stroke filling control including the first control and the second control is executed using the predetermined times ta and tb. In step S8, clutch connection control is executed using the predetermined time tc, and the series of controls is terminated.

  As described above, according to the shift control device of the present invention, there is a shift instruction while the predetermined shift speed is selected and the maximum hydraulic pressure P3 is supplied to one side of the first clutch CL1 or the second clutch CL2. And the shift solenoid 25 is driven to switch the hydraulic pressure supply destination to the clutch on the other side, and the first control for supplying the maximum hydraulic pressure P3 to the clutch on the other side only for a predetermined time ta is executed. The invalid stroke of the clutch can be shortened in the shortest time. Further, by setting the supply time of the maximum hydraulic pressure P3 only to ta, it is possible to reduce the shift shock without extending the time until the shift operation is completed. Furthermore, after the elapse of the predetermined time ta, the second control for supplying the second hydraulic pressure P2 smaller than the maximum hydraulic pressure P3 only for the second predetermined time tb is executed, so that the maximum speed and the speed lower than the maximum speed are two stages. By executing the invalid stroke filling process, it is possible to reliably fill the invalid stroke.

  The configuration of the transmission and the transmission mechanism, the setting of the predetermined times ta, tb, tc, the setting of the hydraulic pressures P1, P2, P3, etc. are not limited to the setting of the hydraulic pressure increase rate in the third control. Various changes are possible. The clutch control according to the present invention can be applied to various transmissions that switch the hydraulic pressure supply destination between the first clutch and the second clutch. For example, the transmission may be configured to support even-numbered speeds on the inner main shaft and to support odd-numbered speeds on the outer main shaft. The shift control device according to the present invention can be applied to a motorcycle, a tricycle, and the like in addition to a four-wheel ATV vehicle.

1 is a cross-sectional view of an engine to which a shift control device according to an embodiment of the present invention is applied. It is the block diagram which showed the oil-path structure for driving a twin clutch. It is a partially expanded sectional view of FIG. It is sectional drawing of a transmission mechanism, and a development view of a shift drum. It is a block diagram which shows the structure of the transmission control apparatus which concerns on this embodiment. It is a timing chart which shows the procedure of the clutch control by the transmission control apparatus which concerns on this embodiment. It is a data table which derives the setting value of the invalid stroke filling timer. It is a flowchart which shows the flow of the invalid stroke filling control at the time of the shift which concerns on this embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 15 ... Outer spindle (2nd spindle), 16 ... Inner spindle (1st spindle), 25 ... Shift solenoid (hydraulic supply destination switching means), 26 ... Shift valve (hydraulic supply destination switching means), 28 ... Linear solenoid valve (hydraulic supply means), 31 ... feed pump (hydraulic supply means), 44 ... shift drum, 48 ... electric motor, 59 ... shift spindle rotation angle sensor, 100 ... control section, 103 ... oil temperature sensor, 104 ... Timer, CL1 ... 1st clutch, CL2 ... 2nd clutch, DC1 ... 1st speed dog clutch, DC2 ... 2nd speed dog clutch, TCL ... Twin clutch, TM ... Transmission, ta ... 1st predetermined time (predetermined time), tb: second predetermined time, tc: third predetermined time, P3: first hydraulic pressure (maximum hydraulic pressure), P2: second hydraulic pressure, P1: third hydraulic pressure

Claims (7)

A transmission having a plurality of gear pairs according to a gear position between a main shaft and a counter shaft, and a multi-plate first clutch and a second clutch disposed on the main shaft and including a plurality of clutch plates A twin-clutch transmission shift control device, wherein the twin clutch connects and disconnects the rotational driving force of the engine to and from the transmission.
The main shaft is composed of a first main shaft that supports a plurality of gears at odd speed stages and a second main shaft that supports a plurality of gears at even speed stages,
The first clutch connects and disconnects the rotational driving force transmitted to the first main shaft, and the second clutch connects and disconnects the rotational driving force transmitted to the second main shaft,
The transmission is configured to be capable of shifting between adjacent gears by switching the connection / disconnection state of the twin clutch.
A single hydraulic pressure supply means for supplying hydraulic pressure for controlling connection / disconnection of the twin clutch;
Hydraulic pressure supply destination switching means for switching the supply destination of the hydraulic pressure supplied from the hydraulic pressure supply means between the first clutch and the second clutch;
A controller that controls the hydraulic pressure supply means and the hydraulic pressure supply destination switching means,
When a predetermined shift speed is selected and a shift instruction is issued while the maximum hydraulic pressure is supplied to one side of the first clutch or the second clutch, the control unit supplies the hydraulic pressure supply destination by the hydraulic pressure supply destination switching means. Is switched to the clutch on the other side, and the maximum hydraulic pressure is supplied only for a predetermined time before the friction force is generated on the clutch plate. An oil temperature sensor for detecting an oil temperature of oil supplied to the clutch from the oil pressure supply means;
An engine speed sensor for detecting the engine speed;
The shift control device according to claim 1, further comprising a data table for deriving the predetermined time based on the engine speed and the oil temperature.   The shift control device according to claim 1, wherein the control unit supplies a second hydraulic pressure smaller than the maximum hydraulic pressure only for a second predetermined time after the predetermined time elapses.   The shift control apparatus according to claim 3, wherein the second predetermined time is calculated based on the predetermined time.   The shift control apparatus according to claim 3 or 4, wherein the second hydraulic pressure is determined in advance.   The speed change control device according to claim 3, wherein the data table is configured to be able to derive an estimated value of the hydraulic pressure generated in the twin clutch based on the engine speed and the oil temperature.   The control unit executes hydraulic control for gradually increasing from a third hydraulic pressure smaller than the second hydraulic pressure during a third predetermined time set after the second predetermined time has elapsed. A shift control apparatus according to any one of claims 3 to 6.

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