• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The object of the present invention is to provide a dual clutch transmission which can always effectively reduce a shifting shock and collision noise even if there is a variation attributed to the component and speed tolerance. a change over time attributed to wear. A dual-clutch transmission calculates a difference in rotational speed (| Na - Nb |) between an odd-stage main shaft rotation speed (Na) and an even-stage main shaft rotation speed (Nb). ) and learns a start of synchronization shift gear (θs) motion detected by a shift gear shift detection unit (73S) at the instant at which the rotation speed difference (| Na - Nb |) reaches a predetermined synchronization start determination (Ds) rotation speed difference from the beginning of the shift. The dual clutch transmission controls an actuator (71) based on the learned synchronization start speed shift drive (θs).
    公开号:FR3034486A1
    申请号:FR1652634
    申请日:2016-03-25
    公开日:2016-10-07
    发明作者:Kazuhiko Nakamura；Hiroyuki Kojima；Yoshihisa Kanno；Hiroshi Takamoto；Yoshiaki Tsukada；Takashi Ozeki
    申请人:Honda Motor Co Ltd；
    IPC主号:
    专利说明:

    [0001] FIELD OF THE INVENTION The present invention relates to a dual-clutch transmission including a synchronization device. Background of the Invention As a dual clutch transmission, the following is known. Transmission gear wheels pivotally supported by two coaxial main shafts and transmission gear wheels pivotally supported by an intermediate shaft engage consistently with each other correspondingly to each transmission gear ratio. A sleeve pivotally supported by at least one rotary shaft of the two main shafts and the intermediate shaft so as to be prevented from relative rotation and to be movable in the axial direction and the transmission gear wheel pivotally supported by the rotary shaft have relatively rotational sleeve teeth and gear teeth which engage with one another. When the sleeve teeth mesh with the gear dog teeth due to the movement of the sleeve and a target shift phase is formed, two clutches are in turn joined and disjointed. This allows smooth shifting to the target transmission gear ratio without interruption of power transmission from an internal combustion engine (refer to patent document 1 for example). In addition, among transmissions are certain including a synchronization device (refer to patent document 2 for example). In the synchronizing device disclosed in patent document 2, crown teeth (ring teeth) formed in an outer ring (synchronizer ring) of a locking ring are interposed between tooth teeth 3034486 2 toothed (teeth). of a gear wheel) formed in a first transmission gear wheel rotatably supported, relatively rotatably, by a rotary shaft which is a main shaft or an intermediate shaft and spline teeth (sleeve teeth) formed in a sleeve (synchronizer sleeve) pivotally supported by the rotary shaft so as to be prevented from relative rotation and to be movable in the axial direction. At the moment of shifting, due to the movement of the synchronizer sleeve, the clutching teeth contact and mesh with the ring teeth and then come into contact with and mesh with the teeth 10 toothed wheel clutch. Thus, the synchronizer sleeve (and the rotary shaft) and the first transmission gearwheel are joined to each other while synchronizing with each other. PRIOR ART DOCUMENTS 15 Patent Document 1 Japanese Patent Laid-open No. 2008-215555 Patent Document 2 Japanese Patent Laid-open No. 2004-125112 A transmission is desired which is obtained by incorporating a Timing device as disclosed in patent document 2 in a dual-clutch transmission, wherein two main shafts are coaxially formed and clutches each provided on the input side of a respective one of the main shafts are lathe in turn joined and disjoint, such as that disclosed in Patent Document 1.
    [0002] SUMMARY OF THE INVENTION A problem to be solved by the invention in the dual clutch transmission including such a timing device, when the clutching teeth engage the locking ring ring teeth because synchronization device synchronizer sleeve movement, shifting shock and collision noise caused by the collision of these with each other must be removed.
    [0003] For this purpose, the speed of movement of the synchronizer sleeve must be reduced immediately before the sleeve teeth come into contact with the ring teeth due to the movement of the synchronizer sleeve of the synchronization device. However, the position of movement of the sleeve at which the sleeve teeth come into contact with the ring teeth assumes a variation due to the component tolerance. In addition, the sleeve teeth and the ring teeth also assume the wear progression attributed to sliding contact and change over time. Thus, the position of movement of the sleeve at which the sleeve teeth come into contact with the ring teeth also changes, i.e., the moment at which the sleeve teeth come into contact with the ring teeth also changes. Thus, the instant of the reduction in the speed of movement of the synchronizer sleeve moves progressively away from the optimum instant and it becomes impossible to effectively reduce the impact of shifting and collision noise.
    [0004] The present invention is realized in view of such a point and an object thereof is to provide a dual clutch transmission including a timing device which can always effectively reduce a shift shock and collision noise even if there is variation attributed to the component and change tolerance over time attributed to wear.
    [0005] Means for Solving the Problem In order to achieve the object described above, according to the present invention, a dual clutch transmission is provided, including: a gearshift mechanism in which an odd-stage main shaft 3034486 , which pivotally supports odd stage drive-side transmission gears, and an even-stage main shaft, which pivotally supports drive gears on the drive side of even stages, are arranged on a single line axial, and an intermediate shaft, which pivotally supports driven gear transmission gears which individually engage constantly with the drive-side gear gears, is arranged parallel to the odd-stage main shaft and to the even-stage main shaft, a dual clutch to which power is transmitted through selective junction an odd-stage clutch which joins and disjoins a power transmission between a crankshaft of an internal combustion engine and the odd-stage main shaft and an even-stage clutch which joins and disjoins a power transmission between the crankshaft and the even-stage main shaft, and a timing device in which ring teeth formed in a synchronizer ring are interposed between toothed gear teeth formed in a first wheel transmission gear pivotally supported, relatively rotatably, by at least one rotary shaft among the odd-stage main shaft, the even-stage main shaft, and the intermediate shaft and formed sleeve teeth in a synchronizer sleeve which is a second transmission gear or a movable sleeve pivotally supported by the rotary shaft so as to be prevented from relative rotation and to be movable in the axial direction, and the sleeve teeth engage and mesh with the ring teeth and then contact and mesh with the gear dog teeth due to movement of the sleeve synchronizer sleeve and thus the synchronizer sleeve and the first transmission gear wheel are joined to each other while synchronizing with each other. The dual clutch transmission is characterized in that it includes: a gearshift drive mechanism in which the drive of an actuator is transmitted for movement of the synchronizer sleeve through a plurality of of the drive transmission elements, sequentially, a gear shift drive detection unit which detects a gear shift drive displacement of the drive gear drive transmission member. a shift unit, an odd-stage main shaft rotational speed detection unit which detects the rotational speed of the odd-stage main shaft, a main shaft rotational speed detection unit pair stage which detects the rotational speed of the even-stage main shaft, and a control unit which executes calculation processing according to a speed the odd stage main shaft rotation detected by the odd-stage main shaft rotation speed detection unit, an even-stage main shaft rotation speed detected by the an even stage main shaft rotational speed detection unit, and a shift gear drive motion detected by the shift drive drive detection unit, and controls the actuator .
    [0006] The control unit calculates a rotational speed difference between the odd-stage main shaft rotational speed and the even-stage main shaft rotational speed and learns a shifting drive displacement. timing of commencement of synchronization detected by the shift driving motion detection unit at the instant at which the rotation speed difference reaches a predetermined synchronization start timing rotation speed difference from the beginning and the control unit controls the actuator according to the learned synchronization start speed change drive motion 3034486. According to this configuration, the control unit learns the start of synchronization gear shift drive motion detected by the shift drive motion detection unit at the instant at which the speed difference of rotation between the odd-stage main shaft rotation speed and the even-stage main shaft rotation speed reaches the predetermined synchronization commencement determination rotation speed difference with which it can be determined that the teeth of the synchronizing device are in contact with the ring teeth. In addition, the control unit controls the actuator according to the learned synchronization start speed change drive motion. Because of this, a constant speed reduction control of the synchronizer sleeve can be performed at a favorable time to effectively reduce the shift shock and the collision noise without being affected by a variation attributed to the component tolerance. and wear. In the configuration described above, the control unit does not teach the start of synchronization shift gear shift training if the rotation speed difference is equal to or greater than a difference in speed of rotation. predetermined drag determination rotation at the moment of commencement of shifting. According to this configuration, when, at the moment of commencement of shifting, the difference in rotational speed between the odd-stage main shaft rotation speed and the even-stage main shaft rotation speed is equal to or greater than the predetermined drag determination rotation speed difference with which it can be determined that the odd-stage main shaft and the even-stage main shaft are in a drag state, the training synchronization start shifting drive movement is not performed and the erroneous control of the actuator is prevented because the odd-stage main shaft and the even-stage main shaft are not not in the drag state before a gearshift and thus the present state is not the state in which the synchronization start shift gear shift motion could be learned. In the configuration described above, the gearshift drive mechanism includes, as drive transmission elements, a gearshift rod which drives the actuator, a gear change drum, speed which rotates by rotation of the shift rod, and a shift fork which is guided by a guide groove of the shift drum to move in the axial direction by rotation of the shift drum. the shift drive mechanism is a mechanism in which the shift fork engages the synchronizer sleeve and moves the synchronizer sleeve, the shift drive drive displacement detection unit. speed is a shift rod rotation position detecting unit which detects a rotational position of the shift rod velocity, and a shift rod rotational position detected by the shift rod rotation detecting unit is used as the shift drive. According to this configuration, the shift rod rotational position detected by the shift rod rotational position detecting unit is used as the shift drive drive. Thus, the rotation start position of the detected shift rod at the instant at which the rotation speed difference reaches the rotation speed difference of the predetermined synchronization start determination can be detected as synchronization start time at which the sleeve teeth come into contact with the ring teeth. In the configuration described above, the gearshift drive mechanism includes, as drive transmission elements, a shift rod which drives the actuator, a change drum. which rotates by rotation of the shift rod, and a shift fork which is guided by a guide groove of the shift drum 10 to move in the axial direction by rotation of the shift drum. speed, the gearshift drive mechanism is a mechanism in which the shift fork engages the synchronizer sleeve and moves the synchronizer sleeve, the shift drive displacement detection unit. speed is a speed drum drum rotation position detecting unit which detects a rotational position of the exchange drum A speed change drum rotational position detected by the shift drum rotation position detecting unit is used as the shift drive motion. According to this configuration, the shift drum rotation position detected by the shift drum rotation position detecting unit is used as the shift drive drive. Thus, the rotational start position of the synchronization of the detected shift drum at the instant at which the rotation speed difference reaches the predetermined determination start rotation speed difference can be detected as timing of commencement of synchronization at which the cusp teeth come into contact with the ring teeth. In the configuration described above, the gearshift drive mechanism includes, as drive transmission elements, a shift rod which drives the actuator, a change drum. which rotates by rotation of the shift rod, and a shift fork which is guided by a guide groove of the shift drum 10 to move in the axial direction by rotation of the shift drum. speed, the gearshift drive mechanism is a mechanism in which the shift fork engages the synchronizer sleeve and moves the synchronizer sleeve, the shift drive displacement detection unit. speed is a gear shift position position detection unit that detects a position of movement of the fork and a shift position of the shift fork detected by the shift position movement position detecting unit is used as the shift drive motion. According to this configuration, the shift fork movement position detected by the shift fork motion position detecting unit is used as the shift drive motion. Thus, the start of synchronization start position of the detected shift range at the instant at which the rotation speed difference reaches the predetermined determination of the rotation start speed difference can be detected as synchronization start time at which the sleeve teeth come into contact with the ring teeth. In the configuration described above, the dual clutch transmission includes a plurality of parts of the synchronization device, and the control unit performs control of the actuator relating to a synchronization operation of each synchronization device. According to this configuration, the control of the actuator is carried out concerning the synchronization operation of each synchronization device included in the double-clutch transmission. Thus, for each synchronizing device, the shifting shock and the collision noise can be effectively reduced without the variation influence attributed to the component tolerance and the wear of the sleeve teeth and thus right now.
    [0007] In the configuration described above, the dual clutch transmission includes a plurality of parts of the timing device, and the control unit controls the actuator for a respective synchronization operation in the shift to a higher speed. and a synchronization operation in the shift at a lower speed on each synchronizer. According to this configuration, the control of the actuator is performed with respect to the respective synchronization operation in the shift to a higher speed and the synchronization operation in the passage at a lower speed on each synchronizing device. Thus, in the transition to a higher speed and in the transition to a lower speed with each synchronizing device, constantly, the shift shock and the collision noise can be effectively reduced without the influence of assigned variation. to component tolerance and wear of the sleeve teeth and so on.
    [0008] Effect of the Invention In the present invention, the control unit learns the start of synchronization gear shift drive motion detected by the gear shift drive motion detection unit. at which moment the difference in rotational speed between the odd-stage main shaft rotation speed and the even-stage main shaft rotation speed reaches the predetermined synchronization commencement determination rotation speed difference with which it can be determined that the sleeve teeth of the synchronizing device have come into contact with the ring teeth. In addition, the control unit controls the actuator by using the synchronization start shift gear shift learned as the target shift shift drive motion. Because of this, the constant speed reduction control of the synchronizer sleeve can be performed at a favorable time to effectively reduce the shift shock and collision noise without being affected by a variation attributed to the component tolerance. and wear of the sleeve teeth and so on.
    [0009] BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a front view of a partially omitted power unit used for an embodiment of the present invention. FIG. 2 is a sectional view of a gearshift mechanism along the line II-II in FIG. 1 viewed in a direction of the arrows; FIG. 3 is a sectional view taken by partially enlarging the FIG. 2. Fig. 4 is an explanatory diagram showing collectively an enlarged sectional view of the main part in Fig. 2 and a partial sectional view obtained by cutting the main part in the circumferential direction and enlarging the section plane. Fig. 5 is a sequential explanatory diagram showing the timing operation of the first synchronizer half at the moment of shifting. Fig. 6 is a sequential explanatory diagram showing the synchronization operation of the second half of the synchronization device at the moment of the change of speed.
    [0010] Fig. 7 is a sectional view of a gearshift driving mechanism along line VII-VII in Fig. 1 viewed in a direction of arrows VII. Fig. 8 is an enlarged view of a main portion showing the gearshift drive mechanism with partial simplification. Fig. 9 is a block diagram of a shift control device. Figure 10 is a timing diagram of a gearshift process.
    [0011] Fig. 11 is a flowchart showing the shift drive detection and learning process for processing. Embodiment of the Invention An embodiment according to the present invention will be described below with reference to Figs. 1 to 11. Fig. 1 is a front view of partially omitted power unit P in which a dual clutch transmission According to one embodiment of the present invention is used.
    [0012] The motor unit P is mounted on a motorcycle and includes a water-cooled four-stroke internal combustion engine 1 which includes six horizontally opposed cylinders and is so-called longitudinal, wherein a crankshaft 7 is along the direction. the front-rear of the vehicle and the dual-clutch transmission 20 which is joined to the internal combustion engine 1 and performs a gearshift to a predetermined shift phase with respect to the power of the internal combustion engine 1. In this specification, the forward, reverse, left and right directions are in accordance with an ordinary standard in which the right forward direction in the motorcycle is defined as the forward direction. As symbols of the forward, backward, left, right, upward, and downward directions in the drawings, FR, RR, LH, RH, UP, and DW are provided.
    [0013] As shown in FIG. 1, the internal combustion engine 1 includes the following components: an engine block 2 composed of a left engine block half body 2L disposed on the left side in the state in which the motorcycle is oriented towards the front side of the direction of travel and a right engine block half-body 2R disposed on the right side in the state in which the motorcycle is oriented towards the front side of the direction of travel; cylinder heads 5 each joined to the left and right ends of the left engine block half-body 2L and the right engine block half-body 2R; and cylinder head lids 6 overlapping the respective cylinder heads 5. As shown in FIG. 1, a front cover 8 which covers the front surface of the upper portion of the engine block 2, with the crankshaft 7 in the center, is attached to the front surface of the upper part of the engine block 2. In addition, below the engine block 2, a transmission chamber 14 (represented by a dotted-dotted line in FIG. 1) in which a change-over mechanism The ratio 21 of the dual clutch transmission 20 2034486, to be described below, is housed, is defined by a left engine crankcase half 4L and a right engine crankcase half 4R. As shown in FIG. 1, on the front surface of the lower part of a motor housing 4, a transmission retaining member 11 is fixed to cover the front side of the transmission chamber 14. A transmission member a shift drive system retainer 12 for retaining a shift drive mechanism 70 which actuates the shifting phase of the shift mechanism 21 in the region from the center to the lower portion of the transmission retainer 11 is attached to the front surface of the transmission retainer 11. A gearbox cover 13 is attached to the front surface of the left end portion of the system retainer 12, and a reduction gear mechanism 72, to be described below, is disposed in a gearbox chamber 15 surrounded by the drive system retainer 12. In addition, a shift motor 71 which is an actuator 20 of a power source of the shift drive mechanism 70 is provided on the rear surface. of the left end portion of the shift drive system retainer 12. As shown in Fig. 1, on the rear surface of the transmission retainer 11, a main shaft 22, an intermediate shaft 23, a shift drum 90, shift fork shafts 91, and so on of the shift mechanism 21 are subassembled and are integrally configured in the form of shifters. cassette unit. The main shaft 22, the intermediate shaft 23, the speed change drum 90, and the shift fork shafts 91 inserted in the transmission chamber 14 are arranged to be oriented along the forward direction. rearwardly so as to be in parallel with the crankshaft 7. Furthermore, as shown in FIG. 1, the main shaft 22 is disposed under the crankshaft 7 and the intermediate shaft 23 is disposed on the right side of the crankshaft. 22. The shift drum 90 is disposed at the center of the lower portion of the transmission chamber 14 and the two shift fork shafts 91 are disposed on the left and right sides of the change drum. 90 and under the main shaft 22 and the intermediate shaft 23. FIG. 2 is a sectional view of the gearshift mechanism 21 along the line 11-11 in FIG. fl ches 11.
    [0014] As shown in FIG. 2, the gearshift mechanism 21 composed of the main shaft 22, the intermediate shaft 23, and a transmission gear group is provided with a double clutch 40. The main shaft 22 oriented along the forward-to-back direction in the shift mechanism 21 is composed of a long, odd-stage main shaft 22A that pivotally supports drive transmission gears. m1, m3, m5, and m7 odd stages and a short even-stage main shaft 22B which is fitted to the outside of the odd-stage main shaft 22A relatively rotatively via a needle bearing (not shown) and pivotally supports drive gears m2, m4, and m6 of even stages. In the odd-stage main shaft 22A, the forward end is supported by the transmission retainer 11 through a ball bearing 25 and the rear end is rotatably supported by a cover The intermediate portion of the main stage main shaft 22B is supported by a rear cover 9 via a ball bearing 26. Meanwhile, in the intermediate shaft 23 disposed on the right side of the main shaft 22 in parallel, the front end is supported by the transmission retaining member 11 via a ball bearing 27 and the rear part enters the rear cover 9 and is supported by the rear cover 9 via a ball bearing 28. A secondary drive gear 32 is splined on the rear end portion of the intermediate shaft 23 penetrating the rear cover. 9. Between the ball bearing 25 at the front end and the ball bearing 26 in the center, which support the main shaft 22, the drive transmission gears m1, m3, m5, and m7 of odd stages are provided on the front portion of the odd-stage main shaft 22A exposed on the front side relative to the even-stage main shaft 22B and the drive transmission gears m2, m4, and m6 of even stages are provided on the front part of the main stage shaft par 22B. Meanwhile, on the intermediate shaft 23, correspondingly to the drive transmission toothed wheels described above m1 to m7, driven gear wheels C1 to C7 which are in constant engagement with the toothed wheels drive transmission m1 to m7, respectively, are provided. Further, on the odd-stage main shaft 22A and the intermediate shaft 23, mS and cS pinions for reverse gear are provided in opposite positions to each other. A chain 24a is stretched around the mS and cS gears for reverse. The shift mechanism 21 is configured by these drive transmission gears m1 to m7, drive gears 3034486 17 driven C1 to C7, and mS and cS gears for reverse. The third drive transmission gearwheel m3 and the sixth drive gearwheel m6 are gear selector gearwheels that are slidable on the main shaft 22 in the axial direction and are selectively attached to the gearwheel. adjacent drive transmission m4, m5, or m7 or mS gear for reverse through a timing device S. In addition, the fourth driven gear wheel c4 and the third gear transmission wheel Drives c3 are speed selector gears slidable on the intermediate shaft 23 in the axial direction and are selectively joined to the adjacent driven gear wheels c1, c2, c5, or c6 via the gear selector. synchronization S. A fork-engaging groove 52b is formed in each of the gear selector gears above, and the movement of the gear selector gear wheel in the axial direction is enabled by a shift fork 92 which engages with that fork-engaging groove 52b. As shown in FIG. 2, the double clutch 40 is provided on the rear portion of the main shaft 22 arranged to protrude rearwardly from the rear cover 9. The dual clutch 40 is in the form of a dual-clutch system having an odd-stage hydraulic clutch 40A joined to the odd-stage main shaft 22A, an even-stage hydraulic clutch 40B attached to the main-stage main shaft 22B, and a clutch exterior 42. An odd-stage clutch interior 41a of the odd-stage hydraulic clutch 40A is splined, with movement limitation in the axial direction, on the vicinity of a rear end portion 22Ab the odd-stage main shaft 22A disposed to protrude rearwardly from a rear end portion 22Bb of the even-stage main shaft 22B. An even stage clutch interior 41b of the even stage hydraulic clutch 40B is splined on the vicinity of the rear end portion 22Bb of the even stage main shaft 22B with movement limitation in the fifth stage. axial direction. The clutch exterior 42 is supported, via a damping member 31d, by a primary driven gear 31 rotatably supported by the even-stage main shaft 22B between the hydraulic clutch. 40B equal stage and the rear cover 9.
    [0015] The primary driven gear 31 meshes with a primary drive gear 30 fitted to the crankshaft 7 and a rotational driving force supplied from the crankshaft 7 is subjected to reduction at a predetermined reduction ratio and is transmitted to the double clutch 40.
    [0016] Between the clutch outer 42 and the odd-stage clutch interior 41a, a group of odd-stage friction trays 44A in which drive friction trays 44a1 which rotate together with the outside Clutch plate 42 and driven friction trays 44a2 which rotate in conjunction with the odd-stage clutch interior 41a are alternately arranged so that pressure can be applied thereto by a platen. odd stage pressure application 45a. Further, between the clutch outer 42 and the even stage clutch interior 41b, a group of even stage friction plates 44B in which driving friction plates 44b1 which rotate together with 25 the clutch exterior 42 and driven friction trays 44b2 which rotate together with the even stage clutch interior 41b are alternately arranged is provided so that pressure can be applied thereto by a 45b even stage pressure application tray. A hydraulic circuit 46 which can selectively drive the odd stage pressure plate 45a and the even stage pressure plate 45b is provided on the odd stage main shaft 22A and the cover A hydraulic pressure is selectively supplied to the odd-stage hydraulic clutch 40A and the even-stage hydraulic clutch 40B by the hydraulic circuit 46. When one of the clutches is joined, the clutch is the other is dropped. When the odd-stage hydraulic clutch 40A is joined by the hydraulic circuit 46, the rotation of the clutch outer 42 of the double clutch 40 to which the rotation of the crankshaft 7 is transmitted through the meshing between the primary drive gear 30 and the primary drive gear 31 is transmitted to the odd-stage main shaft 22A to rotate the odd-stage main shaft 22A. When the even stage hydraulic clutch 40B is joined, rotation of the clutch outer 42 is transmitted to the even stage main shaft 22B to rotate the even stage main shaft 22B. The power transmitted from the crankshaft 7 to the odd-stage main shaft 22A or to the even-stage main shaft 22B through the double clutch 40 is transmitted to the intermediate shaft 23 at a change-over phase. speed selectively established by the gearshift mechanism 21. In this gearshift mechanism 21, between each gear selector gearwheel and the gearwheel attached to the gear selector gearwheel, the synchronizer S which establishes a respective one of the shifting phases with synchronization is provided. The synchronizing device S placed between the second driven transmission gear c2 which sets the second phase among the respective gear shift phases and the fourth driven gear gear c4 as a gear selector gear wheel will be described in relation to FIGS. 3 and 4. The other synchronization device also has the same mechanism.
    [0017] FIG. 3 is a sectional view taken by enlarging a portion of the sectional view of the gearshift mechanism in FIG. 2. FIG. 4 collectively represents a sectional view made by further enlarging the main portion on the Figure 3 and a partial sectional view obtained by cutting the main part in the circumferential direction and enlarging the section plane. As shown in FIG. 3, a transmission gearwheel 51 typified by the second driven gearwheel c2 is rotatably supported, rotatably, by the rotary shaft (intermediate shaft) 23 via a needle bearing 50.
    [0018] The transmission gear 51 has transmission gear teeth 51a (teeth of a driven second gear gear) at the outer circumference. In addition, toothed gear teeth 51t are formed at the outer circumference of a cylindrical portion 51s protruding with a reduced diameter toward the fourth driven gear wheel 20c. Further, a protruding cylindrical portion 51ss obtained by additional projection of the inner circumferential portion of the cylindrical portion 51s having the toothed gear teeth 51 at the outer circumference is formed.
    [0019] On the other hand, the fourth driven gear wheel c4 as a gear selector gear is equivalent to a synchronizer sleeve 52. The synchronizer sleeve 52 is splined to the outer circumferential surface of a splined hub 53. on the intermediate shaft 23 so as to be prevented from moving in the axial direction, and is fitted to the outside of the hub 53 slidably in the axial direction. Sleeve teeth 52t formed on the inner circumferential surface of the synchronizer sleeve 52 are fitted to flute teeth 53s formed on the outer circumferential surface of the hub 53.
    [0020] In the outer circumferential surface of the hub 53, on which the large number of spline teeth 53s are formed, at three locations at 120 degrees in the circumferential direction, the spline teeth 53s are not formed and grooves are formed. cutters 53b are formed instead.
    [0021] The two ends of each of the sleeve teeth 52t are arranged on the inner circumferential surface of the synchronizer sleeve 52 annularly tapered. The synchronizer sleeve 52 has gear selector gear teeth 52a (fourth gear tooth gear driven) at the outer circumference and the fork engagement slot 52b with which a gear shift fork is engaged is formed. In the hub 53, which supports the synchronizer sleeve 52, annular recesses 53v are formed on both the front and back sides between the base portion fitted to the intermediate shaft 23 and the outer circumferential portion on which the teeth to groove 53s are formed. The protruding cylindrical portion 51ss of the drive gear 51 bears against the base portion of the hub 53 and the end surface of the cylindrical portion 51s having the gear teeth 51t of the drive gear 51 at the outer circumference is opposed to the opening of the annular recess 53v of the hub 53. A locking ring 60 is placed in an annular space formed by the opposition of the end surface of the cylindrical portion 51s at this opening of the annular recess 53v of the hub 53.
    [0022] The locking ring 60 is composed of an outer ring 61 and an outer ring 62 which each have a circular annular shape and are arranged coaxially on the outside and inside to overlap with each other. the other, and a tapered cone 63 placed between the outer ring 61 and the outer ring 62. The outer circumferential surface and the inner circumferential surface of the tapered cone 63 both have the shape of a surface frustoconical and are in surface contact with the inner circumferential frustoconical surface of the outer ring 61 and the outer circumferential frustoconical surface 10 of the outer ring 62, respectively, relatively rotatively. The outer ring 61 is equivalent to a synchronizer ring and a plurality of ring teeth 61t each having a dog tooth shape are formed in the circumferential direction on the outer circumferential surface of the outer ring 61. In addition, on the outer circumferential surface of the outer ring 61, projections 61b are formed at 120 degree intervals in the circumferential direction. The three protrusions 61b engage the three respective cutting grooves 53b of the hub 53.
    [0023] The circumferential width of the projection 61b of the outer ring 61 is smaller than the circumferential width of the cutting groove 53b of the hub 53 and the rotation of the outer ring 61 relative to the hub 53 is restricted within a predetermined range of rotation. (see Figure 4). A synchronizer spring 65 is disposed between the outer ring 61 and the spline teeth 53s of the hub 53 and is supported by the projections 61b of the outer ring 61 from the inside (see FIG. 3). Referring to Fig. 3, a protrusion 63b protruding toward the transmission gear 51 (rearward) is formed on the rear end portion of the tapered cone 63. The protrusion 63b is fitted to a formed recess 51b 3034486 23 in the cylindrical portion 51s having the toothed gear teeth 51t of the transmission gear 51 at the outer circumference and the tapered cone 63 rotates integrally with the gear toothed gear 51. As shown in FIG. 4, the sleeve teeth 52t of the synchronizer sleeve 52, the ring teeth 61t of the outer ring 61, and the toothed gear teeth 51t of the transmission gear 51 exist on the same spoke at from the central axis of the rotary shaft (intermediate shaft) 23, and are arranged in the order of sleeve teeth 52t, ring teeth 61t, and toothed gear teeth 51t in direction 10 front-arr st. The synchronizer spring 65 is located between the sleeve teeth 52t and the ring teeth 61t. Both the front and rear ends of the sleeve teeth 52t are each formed to be inclined by a pair of inclined chamfer surfaces 52c, and the pair of chamfer surfaces 52c intersect at an obtuse angle.
    [0024] In each ring tooth 61t, the end portion on the side of the sleeve teeth 52t is formed to be inclined by similar chamfer surfaces 61c. Similarly, also in each tooth gear tooth 51t, the end portion on the side of the sleeve teeth 52t is shaped to be inclined by similar bevel surfaces 51c. The synchronization device S is formed in the manner described above. The synchronization operation of the synchronization device S will be described according to FIGS. 4 to 6.
    [0025] The state shown in Fig. 4 is a neutral state before the start of shifting. In this state, the synchronizer sleeve 52 exists at a neutral position and the sleeve teeth 52t are not in contact with the synchronizer spring 65 on the front and rear sides.
    [0026] The outer ring 61 and the outer ring 62 rotate integrally with the hub 53, while the tapered cone 63 rotates integrally with the transmission gear 51. However, the tapered cone 63 is in the state of being rotatable relative to the outer ring 61 and the outer ring 62 and thus the synchronization operation is not caused. When the gear change is started and the synchronizer sleeve 52 moves backward, as shown in Fig. 5 (1), the sleeve teeth 52t of the synchronizer sleeve 52 contact the synchronizer spring 65 and it becomes possible to press the locking ring 60 towards the transmission gear 51 via the synchronizer spring 65. When the synchronizer sleeve 52 moves further rearwardly, as shown on FIG. 5 (2), the locking ring 60 is pressed toward the transmission gear 51 and a friction force is generated between the inclined surfaces of the outer ring 61 and the tapered cone 63 and between the inclined surfaces the tapered cone 63 and the outer ring 62, which rotates the outer ring 61. In addition, a frictional force between the outer ring 62 and the cylindrical protruding portion 51ss of the transmission gear n 51 is also generated. Meanwhile, the peaks of the sleeve teeth 52t contact the tops of the ring teeth 61t and furthermore the chamfer surfaces 52c and 61c bear against each other, so that the synchronization is started (phase of blocking). When the synchronizer sleeve 52 moves further rearwardly, as shown in FIG. 5 (3), the sleeve teeth 52t engage with the ring teeth 61t so as to move the teeth away from each other. Ring 61t and the synchronizer sleeve 52 and the outer ring 61 turn in one-piece fashion (spacer phase of ring teeth). As the synchronizer sleeve 52 moves further rearwardly, as shown in FIG. 6 (4), the peaks of the sleeve teeth 52t contact the tops of the gear teeth 51b of the gear teeth 51b. the transmission gear 51 and further the bevel surfaces 52c and 51c abut against each other (gear tooth gear contact phase).
    [0027] When the synchronizer sleeve 52 moves further rearwardly, as shown in FIG. 6 (5), the sleeve teeth 52t engage with the toothed gear teeth 51t in such a manner as to discard the 51t toothed gear teeth, and the synchronization ends (gear tooth gear teeth pitching phase).
    [0028] Due to the further backward movement of the synchronizer sleeve 52, as shown in Fig. 6 (6), the sleeve teeth 52t engage completely with the toothed gear teeth 51t and the gear sleeve 52b. synchronizer 52 (and the rotary shaft 23) and the transmission gear 51 rotate integrally (phase in engagement).
    [0029] The synchronizer S operates in the manner described above to join the synchronizer sleeve 52 and the transmission gear wheel while synchronizing them. Then, the gearshift drive mechanism 70 which moves the synchronizer sleeve 52 will be described with reference to FIGS. 7 and 8. FIG. 7 is a sectional view of the gearshift drive mechanism 70. along the line VII-VII in Figure 1 seen in a direction of the arrows VII. As shown in FIG. 7, the rotational power of the shifting motor 71 of the shifting drive mechanism 70 is reduced by the reduction gear mechanism 72 and is transmitted for the rotation of a shift rod 73. The base end portion of a master arm 74 is fitted to the shift rod 73 and the master arm 74 oscillates through the rotation of the shift rod 73. A stud 79p penetrating through a restriction hole 74b formed in the master arm 74 is provided to protrude from the transmission retainer 11. A torsion coil spring 79 supported by the shift rod 73 by the winding of its helical portion around the shift rod 73 is fixed so that the two end portions thereof extending in the same direction. rection sandwich a latch 74a formed on the master arm 74 and the stud 79p from the two exteriors. Thus, when the master arm 74 oscillates, a biasing force that attempts to return the master arm 74 to the neutral position acts due to a torsional spring force of the torsion spring 79. The oscillation of the master arm 74 rotates the speed change drum 90 through a pin ratchet mechanism 75. As shown in FIG. 8, the pin ratchet mechanism 75 includes the following components: an input member ratchet member 76 on which a protuberance 76a slidably fitted in an elongated hole 74h formed on the swing tip portion of the master arm 74 is formed; a ratchet output member 78 which rotates integrally with the shift drum 90; and a pair of pins 77 incorporated between the outer circumference of the ratchet member 76 and the inner circumference of the ratchet member 78. When the ratchet member 76 is rotated in a direction by being guided by the protuberance 76a which slides in the elongated hole 74h due to the oscillation of the master arm 74, the tip of a pin 77 rises and is locked on a locking protrusion on the inner circumference of the ratchet output member 78, and the ratchet member 78 is rotated intermittently in association with the rotation of the ratchet member 76. Thus, the shift drum 90 is rotated intermittently to achieve a gear change. For the intermittent rotation of the shift drum 90, a detent mechanism 80 which guides the shift drum 90 to a predetermined rotational position and positions the shift drum 90 is provided. A star shaped cam 81 is formed on the outer circumferential portion of the ratchet member 78, which rotates integrally with the shift drum 90.
    [0030] As shown in Fig. 8, as the outer circumferential end surface of the star-shaped cam 81, a recess-protruding cam surface 82 is formed in which snap-fit recess portions are formed. Curved 82v corresponding to shifting phases and projecting portions 82p protruding into an inclined shape are in turn arranged continuously in the circumferential direction sequentially. Referring to FIG. 8, a roller 85 is pivotally supported, rotatably, at the end of a snap arm 84 swingably pivotally supported by a support shaft 83. The arm The snap-fastener 84 is biased to oscillate by a helical torsion spring 86 and presses the roller 85 against the recess-protruding cam surface 82 of the star-shaped cam 81. The detent mechanism 80 is formed of the way described above. The roller 85 pressed against the recess-camming cam surface 82 of the star-shaped cam 81 is installed in the required snap-in recess portion 82v, which allows positioning of the star-shaped cam. 81 and the shift drum 90 to the required rotational position. The shift drum 90 has preliminary rotational positions between the respective shift phases in addition to the rotational positions of the respective seven-speed gear shift phases and the reverse gear position. Specifically, the shift drum 90 has fifteen rotational positions in the reverse rotational position order Prv, the neutral rotational position Pnn, the first rotational position Pin, the first-second preliminary rotational position P12, second rotation position P2n, .... Corresponding thereto, fifteen snap-in recess portions 82v are formed in the recess-projection cam surface 82 of the star-shaped cam 81 (see FIG. 8). In the outer circumferential surface of the speed change drum 90, four guide grooves 90d extended along the circumferential direction with offsets in the width direction are formed to be arranged in the width direction. As described above, the shift fork shafts 91 are disposed on the left and right sides of the shift drum 90 and two shift forks 92 are pivotally supported by each shift shaft 90. shift fork 91 slidably in the axial direction. In each shift fork 92, a pin portion 92p is slidably fitted in the guide groove 90d of the shift drum 90 and a bifurcated fork tip portion 92f engages the groove 52b of the shift gear gearshift sprocket 52. Thus, when the shift drum 90 is rotated due to the gearshift motor 71 driving the gearshift mechanism In each case, each shift fork 92 moves in the axial direction by being guided by a corresponding one of the guide grooves 90d formed in the outer circumferential surface of the shift drum 90. So each gear selector gear is moved in the axial direction 3034486 29 and the shifting phase is switched e. Referring to the sectional view of the shift drive mechanism 70 in FIG. 7, a shift rod rotation position detecting sensor 73S detects a rotational position (rotation angle). 0 of the shift rod 73 is provided on an end portion of the shift rod 73. In addition, a 90S shift drum rotation position detecting sensor which detects the rotational position. of the shift drum 90 is provided at an end portion of an extension shaft 90a extending forwardly from the front end of the shift drum 90 on the central axis of rotation. Next, a shift control to control the driving of the shift motor 71 at the shift timing will be described with reference to Figs. 9 to 11.
    [0031] Fig. 9 is a block diagram of control of the shift control by a shift control device 100. The shift control device 100 is composed of a difference rotation calculation unit. timing unit 101, a start synchronization start training unit 102, and a shift actuator drive unit 103. The calculation by the difference rotation calculation unit of synchronization 101 and training by the start synchronization position training unit 102 are processed according to the respective rotational speeds (rotational numbers per unit time) of the odd-stage main shaft 22A, of the even-stage main shaft 22B, and the intermediate shaft 23 in the shift mechanism 21. Referring to the sectional view of the gearshift mechanism on the In Fig. 2, an odd odd-stage main shaft 3034486 spindle detection sensor which detects the rotational speed of the odd-stage main shaft 22A detects the rotational speed of, for example, the first wheel. m1 drive transmission gear, which rotates integrally with the odd-stage main shaft 22A. An even stage main shaft rotation speed detection sensor Smb which detects the rotational speed of the even stage main shaft 22B detects the rotational speed of, for example, the second transmission gear wheel. M2 drive, which rotates integrally with the main shaft of even stage 22B. Further, an intermediate shaft speed sensor Sc which detects the rotational speed of the intermediate shaft 23 detects the rotational speed of, for example, the seventh driven transmission gearwheel c7, which rotates. integrally with the intermediate shaft 23. The timing difference rotation calculating unit 101 detects the rotation speed difference (synchronization difference rotation) between the rotational speed of a target transmission gear wheel. and the rotational speed of the synchronizer sleeve which is to synchronize with and be joined to the target transmission gear via the synchronizer. A target gear position and an intermediate shaft rotation speed Nc, an odd stage main shaft rotation speed Na, and an even stage main shaft rotation speed Nb detected by the sensor intermediate shaft rotation speed detection sensor Sc, the odd stage main shaft speed sensor detection sensor Sma, and the even stage main shaft rotation sensor detection sensor Smb, respectively, are input to the timing difference rotation calculation unit 101 and the synchronization difference rotation calculation unit 101 executes a calculation process. Specifically, when the reduction ratio of the target gear position is defined as a, the synchronization difference rotation ANs is determined by calculating the following expressions. When the timing device S of the target gear position exists on the intermediate shaft 23, 5 ANs = Na / a-Nc or ANs = Nb / a-Nc. When the timing device S of the target gear position exists on the main shaft 22, 10 ANs = Na - Nc * a or ANs = Nb - Nc * a. In the synchronization start position training unit 102, the target gear position, the odd-stage main shaft rotation speed Na, the even-stage main shaft rotation speed Nb and the rotational position 0 of the shift rod 73 detected by the shift rod rotation position sensing sensor 73S is inputted. The synchronization start position training unit 102 learns a start timing position of synchronization Os. Details of the sync start position training unit 102 will be described below. In the shift actuator drive unit 103, the respective signals of a shift request, the target gear position, and the present gear position and other signals are entered and the synchronization difference rotation ANs calculated by the synchronization difference rotation calculation unit 101 and the synchronization start rotation position Os learned by the synchronization start position training unit 102 are entries. The shift actuator drive unit 103 executes a calculation process and sends a shift actuator drive signal to the shift motor 71 to control the shift motor. 71. For example, in shifting at the top speed of the shifting phase from the first to the second, the shift drum 90 is rotated from the first rotational position Pin to the first-second position of the shifter. preliminary rotation P12 in advance to move the fourth driven transmission gear c4 (synchronizer sleeve 52) as a gear selector gear rearward through the shift fork 92 and join the fourth driven gearwheel c4 to the driven gearwheel c2. At this time, the synchronizer sleeve 52 is joined to the driven transmission gear c2 while synchronizing with it via the synchronizer S. A timing diagram in this process is shown in FIG. An example of the synchronizing operation of the synchronizing device S shown in FIGS. 4 to 6 represents the respective operating phases in which the fourth driven transmission gear c4 (synchronizer sleeve 52) is moved to be joined to the wheel. c2 driven transmission gear (transmission gear 51) with synchronization, and is the synchronization operation when the shift drum 90 is rotated from the first rotation position Pin to the first-second preliminary rotation position P12.
    [0032] Prior to shifting, the shift drum 90 exists at the first rotational position Pin and the synchronizer sleeve 52 exists at the neutral position (see FIG. 4). In this condition, the odd stage clutch hydraulic pressure is high and the odd stage hydraulic clutch 40A is attached. In addition, the 3034486 33 even stage hydraulic clutch pressure is low and the junction of the 40B even stage hydraulic clutch is released. Thus, power is transmitted to the odd-stage main shaft 22A and the odd-stage main shaft 22A rotates, while the even-stage main shaft 22B is in the non-rotational state. However, a slight hydraulic pressure is applied on the even stage hydraulic clutch 40B and the drag of the even stage main shaft 22B in association with the rotation of the odd stage main shaft 22A is caused, which provides a state in which no difference exists between the odd-stage main shaft rotation speed Na and the even-stage main shaft rotation speed Nb, as shown in Fig. 10. When the shift motor 71 is driven and the gear change is started (time t1 in Fig. 10), the shift rod 73 and the shift drum 90 in the gear change drive mechanism The speed 70 rotates and the synchronizer sleeve 52 (fourth drive gear c4) moves through the shift fork 92. The synchronizer sleeve 52 moves and the teeth Sleeve 52t of the synchronizer sleeve 52 contacts the synchronizer spring 65 (see Fig. 5 (1)). As the synchronizer sleeve 52 moves further, a friction force is generated in the tapered cone 63 of the locking ring 60 and the peaks of the sleeve teeth 52t contact the tops of the ring teeth 61t. Further, the bevel surfaces 52c and 61c bear against each other for synchronization to commence (time t2 in FIG. 10, see blocking phase of FIG. 5 (2)). At about the beginning of synchronization, control is made to slow down the rotation of the shift rod 73 and guide it to a suitable rotational position (see shift rod position 0). in Fig. 10), to suppress a shifting and collision noise caused by the collision of the sleeve teeth 52t with the ring teeth 61t. When synchronization is started, the second driven gearwheel c2, with which the second monolithic drive gearwheel gear 2 with the even-stage main shaft 22B meshes, receives a resistor via of the synchronizing device S. Thus, the even-stage main shaft 22B dragged by the rotation of the odd-stage main shaft 22A also receives a resistance and the rotational speed of the even-stage main shaft 22B decreases.
    [0033] Therefore, as shown in FIG. 10, at the instant of commencement of synchronization, the even-stage main shaft rotation speed Nb decreases relative to the odd-stage main shaft rotation speed Na and a difference in the speed of rotation between the two is caused.
    [0034] When the synchronizer sleeve 52 moves further and the synchronization progresses (see Figs. 5 (2) to 6 (5)), the synchronization difference rotation ANs, which is the difference of the speed of rotation between the second gear c2 driven transmission gear (transmission gear 51) and the synchronizer sleeve 52 which synchronize with each other and are joined to each other, decreases and approaches 0. Then, as this is shown in Fig. 6 (5), the synchronization ends at the spacing phase of the gear dog teeth and the engagement phase begins, so that the synchronizer sleeve 52 is joined to the second transmission gear wheel driven c2 (transmission gear 51) and the synchronization difference rotation ANs becomes 0 (time t3 in FIG. 10). In the engagement phase, the shift rod 73 and the shift drum 90 are rotated so that the sleeve teeth 52t of the synchronizer sleeve 52 can mesh fully with the gear teeth 3034486 of the gear wheel 51t Then, the shift drum 90 reaches the first-second preliminary rotation position P12 (time t4 in FIG. 10). Subsequently, the shift rod 73 returns to the original neutral position 5 together with the master arm 74 through the twist coil spring 79 (time t5 in Fig. 10). After that, when the odd stage clutch hydraulic pressure of the double clutch 40 decreases and thereafter the even stage clutch hydraulic pressure increases to effect the switching of the double clutch 40, the rotation of the shaft main stage head 22B to which a power is transmitted is transmitted to the intermediate shaft 23 via meshing between the second drive transmission gearwheel m2 and the second driven gearwheel gear c2 (gearwheel transmission gear 51) and the junction between the second driven transmission gear 15 c2 (transmission gear 51) and the synchronizer sleeve 52. Thus, the intermediate shaft 23 rotates at the second transmission gear ratio. The position of the synchronizer sleeve 52 at which a shifting shock and collision noise is easily caused in the above process in which the fourth driven transmission gear c4 (synchronizer sleeve 52) is moved to be attached to the driven transmission gear c2 with synchronization by the synchronizing device S is the starting position of synchronization at the locking phase, at which the sleeve teeth 52t of the synchronizer sleeve 52 come into contact with the teeth of the synchronizer. 61t ring. In order to suppress shifting shock and collision noise, the speed of movement of the synchronizer sleeve 52 must be reduced to this starting synchronization position. However, there is a variation attributed to the component tolerance 3034486 36 and the sleeve teeth 52t and the ring teeth 61t assume the wear progression attributed to a sliding contact and a change over time. Thus, there is a problem that the synchronizing sleeve start position 52, at which the sleeve teeth 52t come into contact with the ring teeth 61t, also changes and it is difficult to realize the speed reduction control of synchronizer sleeve 52 at a favorable time. However, the present invention solves this problem as follows. In the present invention, attention is paid to the fact that when the sleeve teeth 52t of the synchronizer sleeve 52 come into contact with the ring teeth 61t, the even-stage main shaft rotation speed Nb decreases relatively. at the odd-stage main shaft rotation speed Na and a difference in rotational speed between the two is caused, as shown in Fig. 10. Due to this, the position of movement of the sleeve of synchronizer 52 when a difference in the rotational speed between the odd-stage main shaft 22A and the even-stage main shaft 22B is caused is considered as the synchronization start position of the synchronizer sleeve 52. furthermore, the rotational position 0 of the shift rod 73 at this time is detected by the shift rod rotation position detecting sensor 73S and is defined as the position of Start of synchronization rotation Bone of the shift rod 73. Then, the shift motor 71 is controlled according to the start timing position of synchronization B of the shift rod 73. synchronization start position training unit 102 in the shift control device 100 shown in Fig. 9 realizes a command to learn the timing start rotation position B of the shift rod 73 The synchronization start position training unit 102 learns the start synchronization position B 0 by input of the rotational position 0 of the shift rod 73 detected by the rotation position detecting sensor. 73S shifter rod in addition to target gear position, im stage main shaft rotation speed Na pair, and Nb. The processing procedure of this will be described in accordance with a starting timing synchronization learning arrangement of FIG. 11. First, whether or not the shift is currently performed is determined in a step Si. At the present time, the gearing is skipped to a step S8 to determine whether a difference in rotational speed I Na-Nb I between the odd-numbered main shaft rotation speed Na and the speed of rotation. equal stage main shaft rotation Nb is less than or less than a drag determination speed difference Dt. The drag speed difference Dt is a difference in rotational speed with which it can be determined that the odd-stage main shaft 22A and the even-stage main shaft 22B are in a drag state prior to a gear change if the differential e of rotation speed I Na - Nb I <Dt is respected. The drag speed difference Dt is set in advance. If it is determined that the Na - Nb 1 <Dt is satisfied in step S8, it is determined that the odd-stage main shaft 22A and the even-stage main shaft 22B are in the state dragging before a gearshift and the processing proceeds to a step S9 to set "1" in a pre-shift drag flag Ft, followed by switching to a step S11. If the Na - Nb 1 Dt is satisfied, it is determined that the odd - stage main shaft 22A and the even - stage main shaft 22B are not in the drag state prior to a gear change. the processing proceeds to a step S10 to set the pre-shift drag flag Ft to "0", followed by the step to S11.
    [0035] In step S11, a timing start determination flag Fs is set to "0" followed by the output of the present routine. If it is determined that a shift is currently being performed in step 51, the process proceeds to a step S2 to determine whether "1" is set in the pre-shift drag flag Ft or not.
    [0036] If Ft = 0, the trees are not in the drag state before a change of speed and the present state is not the state in which this start learning synchronization learning process can be executed. Thus, the output of the present routine is realized. If it is determined that Ft = 1 in step S2, it is estimated that the shafts are in the drag state before a change of speed and the processing proceeds to a step S3 to determine if "1)" is set in the timing start determination flag Fs or not. At the beginning, Fs = 0 is respected and the processing proceeds to a step S4 to determine whether the difference in rotation speed l Na - Nb 1 between the odd stage main shaft rotation speed Na and the rotation speed of the even-stage main shaft Nb is greater than a difference in rotation speed of determination of commencement of synchronization Ds or not. The timing start rotation speed difference Ds is a rotation speed difference with which it can be determined that synchronization of the synchronizing device S has been started if the rotation speed difference Na Na - Nb. > Ds is respected. The timing start rotation difference Ds is set in advance. If it is determined that the Na - Nb 1> Ds is not satisfied in step S4, the rotation speed difference I Na - Nb I has not yet reached the difference with which it is determined. that synchronization has been started. Thus, the output of the present routine is realized. If it is determined that the Na - Nb 1> Ds is satisfied in step S4, it is estimated that the synchronization has been started and the processing proceeds to a step S5 to set "1)" in the determination flag start of synchronization Fs. Subsequently, in a step S6, the shift rod rotation position 0 detected by the shift rod rotation position detecting sensor 73S at this timing start time is sampled. Specifically, with reference to Fig. 10, the shift rod rotational position 0 at the time of commencement of synchronization (time t2 in Fig. 10), at which it is determined that synchronization of the synchronizer S It was started as a function of the difference in rotation speed I Na-Nb I between the odd-stage main shaft rotation speed Na and the even-stage main shaft rotation speed Nb, is sampled as the synchronization start position Os. Then, in the next step S7, the average or analogous rotation position of the sampled synchronization start rotation position B of the shift rod 73 is calculated and a learning is performed, followed by the output, of the present routine. If it is determined that the Na - Nb 1> Ds is satisfied in step S4 and the processing proceeds through steps S5, S6, and S7 to sample the start of synchronization start position Os and perform the training , "1)" is set in the start timing determination flag Fs in step S5. Therefore, from the next cycle, the output of this routine is performed from step S3. The timing start rotation position B of the shift rod 3134486 learned in the timing start position training unit 102 in this manner is inputted to the change actuator drive unit speed 103 (see Figure 9). The shift actuator drive unit 103 performs computational processing according to the learned synchronization start rotation position Os and controls the shift motor 71. When the gear shift motor 71 is driven and a change of speed is started (time t1 in Fig. 10), this shift actuator drive unit 103 controls the shift motor 71 using the start rotation position of synchronization learned Os as the target rotation position. Referring to Fig. 10, controlling the shift motor 71 using the synchronization start rotation position learned Os as the target rotational position, the speed of rotation of the shift rod 73, namely the speed of movement of the synchronizer sleeve 52, can be reduced at the time of commencement of synchronization (time t2 in Figure 10). This can suppress shifting shock and collision noise when the sleeve teeth 52t of the synchronizer sleeve 52 collide with the ring teeth 61t. Above, by controlling the shift motor 71 due to the learned synchronization start rotation position Os, the constant speed reduction control of the synchronizer sleeve 52 can be performed at a favorable time to effectively reduce the shifting shock and the collision noise without being affected by a variation attributed to the component tolerance and wear of the sleeve teeth 52t and the ring teeth 61t attributed to the sliding contact.
    [0037] Regarding the synchronization operation of the synchronization device S in the passage at a higher speed, from the first to the second, the control of the gearshift motor 71, as described above, is carried out. However, with respect to the synchronization operation in the upshift and the synchronization operation in the shift to a lower speed on each other timing device S, including this timing device S, a control of the engine of the shifting 71, as described above, is performed.
    [0038] In the transition to a higher speed and in the transition to a lower speed with each synchronizing device S, shifting shock and collision noise can always be effectively reduced without the influence of variation attributed to the tolerance of component and wear of the sleeve teeth 52t and ring teeth 61t attributed to the sliding contact.
    [0039] In the aforesaid control of the shifting motor 71, the rotational start position of synchronization of the shift rod 73 detected by the shifter rod rotation position detection sensor 73S to the instant at which it is determined that the synchronization of the synchronizing device S has been started as a function of the rotation speed difference I Na - Nb I is detected as a timing start time at which the sleeve teeth 52t come in contact with the ring teeth 61t. However, the rotation start position of the shift drum 90 detected by the shift drum rotation position detection sensor 90S at the instant at which synchronization of the synchronizing device is determined. S has been started can be detected as start synchronization time. In addition, a shift position detection sensor 3034486 42 of the shift range which detects the movement position of the shift fork 92 in the axial direction can be provided, and the start position of synchronization movement. of the shift range 92 detected by the shift fork motion position detection sensor at the instant at which it is determined that synchronization of the timing device S has been started can be detected as synchronization start time. The dual clutch transmission according to one embodiment of the present invention is described above. However, embodiments of the present invention are not limited to the above embodiment and include embodiments made in a variety of modes within the scope of the general idea of the present invention.
    [0040] 15 3034486 43 Description of reference symbols 20 Double-clutch transmission, 21 Shift mechanism, 22 Main shaft, 5 22A Odd-stage main shaft, 22B Even-stage main shaft, 23 Intermediate shaft, ml to m7 Wheel drive gear, cl to c7 drive gear, 10 40 double clutch, 40A odd stage hydraulic clutch, 40B pair stage hydraulic clutch, S synchronizer, 51 drive gear, 15 51t Toothed Gear Tooth, 52 Synchronizer Sleeve, 52t Toothed Sleeve, 53s Toothed Tooth, 60 Locking Ring, 20 61 Synchronizer Ring (Outer Ring), 61t Tooth Ring, 70 Change Drive Mechanism Speed, 71 Gear Shift Motor, 73 Gear Shift Rod, 25 73S Gear Shift Rotation Position Detection Sensor, 90 Gear Shift Drum, 90S Gear Sensor rotation drum rotation position switch, 3034486 44 92 Gear shift fork, 100 Gear shift control, 101 Synchronization difference rotation calculation unit, 102 Start position learning unit Timing Sensor, 103 Shift Actuator Drive Unit, Sma Odd Stage Main Shaft Speed Detection Sensor, 10 Smb Stage Main Shaft Speed Detection Sensor pair, Sc Intermediate Shaft Speed Detection Sensor, Na Odd-stage Main Shaft Rotation Speed, 15 Nb Even-Stage Main Shaft Rotation Speed, Nc Shaft Rotation Speed .
    权利要求:
    Claims (7)
    [0001]
    REVENDICATIONS1. Double-clutch transmission, including: a gearshift mechanism in which an odd-stage main shaft (22A), which pivotally supports drive side drive gearwheels (m1, m3, m5, m7) odd, and an even-stage main shaft (22B), which pivotally supports driving-side gear wheels (m2, m4, m6) of even stages, are arranged on the same axial line, and an intermediate shaft (23), which pivotably supports driven side transmission gears (c1-c7) which are respectively in constant engagement with drive side transmission gears (m1-m7), is arranged in parallel with the an odd-stage main shaft (22A) and the even-stage main shaft (22B), a dual clutch (40) to which power is transmitted via selective junction of an odd-stage clutch ( 40A) that joins and disjoins a power transmission between a crankshaft (7) of an internal combustion engine (1) and the odd-stage main shaft (22A) and an even-stage clutch (40B) which joins and disjoins a power transmission between the crankshaft (7) and the even-stage main shaft (22B), and a synchronizing device (S) in which ring teeth (61t) formed in a synchronizer ring (61) are interposed between toothed gear teeth (51t) formed in a first gear wheel (51) rotatably supported, relatively rotatably, by at least one rotary shaft among the odd-stage main shaft (22A), an even-stage main shaft (22B), and the intermediate shaft (23) and sleeve teeth (52) formed in a synchronizer sleeve (52) which is a second transmission gear or a movable sleeve supported from pivoting manner by the rotating shaft so as to be prevented from rotating relative and movable in the axial direction, and the sleeve teeth (52t) engage and engage with the ring teeth (61t) and then come into contact with and mesh with the teeth of a gear wheel (51t) due to movement of the synchronizer sleeve (52) and thus the synchronizer sleeve (52) and the first transmission gear (51) are joined to each other while synchronizing with each other, the dual clutch transmission being characterized by including a shift drive mechanism (70) in which drive of an actuator (71) is transmitted for moving the synchronizer sleeve (52) through a plurality of drive transmission elements, sequentially, a shifting drive displacement sensing unit (73S) which detects a displacement of gearshift training of the a drive transmission member (73) of the gearshift drive mechanism (70), an odd-stage main shaft rotation speed detection unit (Sma) which detects the rotational speed of the odd-stage main shaft (22A), an even-stage main shaft rotational speed detection unit (Smb) which detects the rotation speed of the even-stage main shaft (22B), and a control unit (100) which performs computational processing according to an odd-numbered main shaft (Na) rotation speed detected by the main shaft rotational speed detection unit. odd stage (Sma), an even stage main shaft rotation speed (Nb) detected by the even stage main shaft rotation sensor unit (Smb), and a shifting drive motion (0) detected by the shear drive displacement detection unit speed control (73S), and controls the actuator (71), wherein the control unit (100) calculates a rotation speed difference (I Na - Nb I) between the shaft rotation speed odd stage principal (Na) and the even-stage main shaft rotation speed (Nb) and learns a start-of-synchronization speed change drive (Os) motion detected by the detection unit of shifting drive movement (73S) at the instant at which the rotational speed difference (I Na - Nb I) reaches a predetermined synchronization commencement determination (Ds) from the start of shifting, and the control unit (100) controls the actuator (71) according to the learned sync start speed change drive (Os).
    [0002]
    2. Double-clutch transmission according to claim 1, characterized in that the control unit (100) does not teach the start of synchronization (Os) speed change drive movement if the difference rotational speed is equal to or greater than a predetermined drag determination rotation speed difference (Dt) at the moment of commencement of shifting. 20
    [0003]
    A dual clutch transmission according to claim 2, characterized in that the shift drive mechanism (70) includes, as drive transmission elements, a shift rod (73) which actuator (71) rotates, a shift drum (90) rotates by rotation of the shift rod (73), and a shift fork (92) which is guided by a guide groove (90d) of the shift drum (90) for moving in the axial direction by rotation of the shift drum (90), the shift drive mechanism (70) is a mechanism in which the shift fork (92) engages with the synchronizer sleeve (52) and moves the synchronizer sleeve (52), the shift drive displacement sensing unit is a detection unit a shift rod rotation position (73S) which detects a rotational position of the shift rod (73), and a shift rod rotational position detected by the shift detecting unit; Shift rod rotation position (735) is used as shifting drive shift.
    [0004]
    4. Double clutch transmission according to claim 2, characterized in that the gear shift mechanism (70) includes, as drive transmission elements, a shift rod (73). actuator-driven rotator (71), a shift drum (90) which rotates by rotation of the shift rod (73), and a shift fork (92) which is guided by a guide groove (90d) of the shift drum (90) to move in the axial direction by rotation of the shift drum (90), the shift drive mechanism (70) is a 25 mechanism in which the shift fork (92) engages the synchronizer sleeve (52) and moves the synchronizer sleeve (52), the shift drive displacement sensing unit is a pos detection unit Rotating speed (90S) drum rotation unit that detects a rotational position of the shift drum (90), and a shift drum rotation position detected by the position sensing unit The speed change drum rotation (905) is used as the shift drive.
    [0005]
    5. Double clutch transmission according to claim 2, characterized in that the gear shift mechanism (70) includes, as drive transmission elements, a shift rod (73). actuator (71) rotates, a shift drum (90) rotates by rotation of the shift rod (73), and a shift fork (92) which is guided by A guide groove (90d) of the shift drum (90) to move in the axial direction by rotation of the shift drum (90), the shift drive mechanism (70) is a a mechanism in which the shift fork (92) engages the synchronizer sleeve (52) and moves the synchronizer sleeve (52), the shift drive displacement sensing unit is a pos detection unit a shift fork motion member that detects a shift position of the shift fork (92), and a shift fork movement position detected by the shift position detecting unit of the shift fork (92); Gearshift fork is used as shift gear drive shift. 3034486 50
    [0006]
    6. Double clutch transmission according to one of claims 1 to 5, characterized in that the double clutch transmission includes a plurality of parts of the synchronizing device (S), and the control unit (100) carries out controlling the actuator (71) relating to a synchronization operation of each synchronization device (S). 10
    [0007]
    7. Double clutch transmission according to any one of claims 1 to 5, characterized in that the double clutch transmission includes a plurality of parts of the synchronization device (S), and the control unit (100) carries out the controlling the actuator (71) for a respective synchronization operation in the upshift and a synchronization operation in the downshift at each synchronizer (S).
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    同族专利:
    公开号 | 公开日
    JP2016191460A|2016-11-10|
    US20160290497A1|2016-10-06|
    US10190678B2|2019-01-29|
    JP6124938B2|2017-05-10|
    DE102016205016A1|2016-10-06|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP4121821B2|2002-10-04|2008-07-23|本田技研工業株式会社|Synchro device|
    US6898992B2|2003-08-08|2005-05-31|Borgwarner, Inc.|Method for controlling the engagement force of the synchronizers of a dual clutch transmission|
    US6953417B2|2003-11-17|2005-10-11|Borgwarner Inc.|Method for controlling a dual clutch transmission|
    US7455619B2|2006-05-10|2008-11-25|Ford Global Technologies, Llc|Control strategy for avoiding tip-in noise in a powershift transmission|
    JP2008151194A|2006-12-15|2008-07-03|Hitachi Ltd|Method and device for controlling automatic transmission|
    JP4895116B2|2007-03-06|2012-03-14|本田技研工業株式会社|Automatic transmission|
    JP5266158B2|2009-08-03|2013-08-21|本田技研工業株式会社|Transmission control device|
    KR101305866B1|2011-06-09|2013-09-09|현대자동차주식회사|Transmission Control Method for Vehicle|
    JP5947086B2|2012-04-02|2016-07-06|ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ|Vehicle shift control device|
    JP6026990B2|2013-12-02|2016-11-16|本田技研工業株式会社|Vehicle drive device|DE102014107371A1|2014-05-26|2015-11-26|Hoerbiger Antriebstechnik Holding Gmbh|Synchronizing device and synchronization method|
    JP6465081B2|2016-07-20|2019-02-06|トヨタ自動車株式会社|Control device for automatic transmission|
    CN108302193B|2017-05-25|2019-12-10|福建中青汽车技术有限公司|Positive torque downshift method|
    DE102017213844A1|2017-08-08|2019-02-14|Volkswagen Aktiengesellschaft|Method for protecting against overloading a synchronizing device|
    JP6526142B2|2017-09-28|2019-06-05|本田技研工業株式会社|Arrangement structure of gear position detection sensor|
    EP3505795B1|2017-12-28|2020-12-02|Honda Motor Co., Ltd.|Transmission apparatus|
    JP6735306B2|2018-03-30|2020-08-05|本田技研工業株式会社|Gearbox|
    CN108869726B|2018-08-15|2020-05-22|中国第一汽车股份有限公司|Control method for high-gear starting and parking gear maintaining in manual mode|
    法律状态:
    2017-03-31| PLFP| Fee payment|Year of fee payment: 2 |
    2018-03-29| PLFP| Fee payment|Year of fee payment: 3 |
    2019-03-29| PLFP| Fee payment|Year of fee payment: 4 |
    2019-09-27| PLSC| Search report ready|Effective date: 20190927 |
    2021-03-05| RX| Complete rejection|Effective date: 20210127 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2015073050A|JP6124938B2|2015-03-31|2015-03-31|Twin clutch transmission|
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