JP5363398B2 - Hydraulic clutch control device - Google Patents

Hydraulic clutch control device Download PDF

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JP5363398B2
JP5363398B2 JP2010083582A JP2010083582A JP5363398B2 JP 5363398 B2 JP5363398 B2 JP 5363398B2 JP 2010083582 A JP2010083582 A JP 2010083582A JP 2010083582 A JP2010083582 A JP 2010083582A JP 5363398 B2 JP5363398 B2 JP 5363398B2
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hydraulic
flow rate
state
oil
clutch
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JP2011214664A (en
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圭淳 根建
孝 大関
善昭 塚田
浩孝 小島
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Honda Motor Co Ltd
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  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Description

本発明は、油圧源から油圧クラッチに供給される作動油の流量を作動油の状態に応じて調節可能とした油圧クラッチ制御装置に関する。   The present invention relates to a hydraulic clutch control device capable of adjusting the flow rate of hydraulic oil supplied from a hydraulic source to a hydraulic clutch according to the state of the hydraulic oil.

バイメタルを用いることによって油温に応じてオリフィスの断面積を変化させ、低温時の作動油の粘性抵抗に合わせて作動油圧をコントロールするようにしたものがある（たとえば特許文献１参照。）。   There is one that uses a bimetal to change the cross-sectional area of the orifice in accordance with the oil temperature and control the hydraulic pressure in accordance with the viscous resistance of the hydraulic oil at a low temperature (see, for example, Patent Document 1).

実開昭６２−９８８５０号公報Japanese Utility Model Publication No. 62-98850

ところで、上記特許文献１で開示されるように、バイメタルを用いたものでは、作動パラメータを作動油の温度のみに依存しており、作動油の長期使用による劣化状態での油圧の変化分については反映されていない。   By the way, as disclosed in Patent Document 1 described above, in the case of using a bimetal, the operating parameter depends only on the temperature of the hydraulic oil, and the change in hydraulic pressure in the deteriorated state due to the long-term use of the hydraulic oil. Not reflected.

ところで、主として四輪車両に用いる場合には、クラッチに用いられる作動油は静油圧で独立した系となり、劣化による影響はあまりないが、自動二輪車のようにエンジンオイルをクラッチの作動油として用いる場合には、劣化の進行が早く、劣化具合によって同一温度であっても作動油の特性が変わり、油圧に変化が生じるので劣化を考慮したより緻密な制御が望まれる。   By the way, when used mainly in a four-wheeled vehicle, the hydraulic oil used for the clutch becomes an independent system with hydrostatic pressure, and there is not much influence due to deterioration, but the engine oil is used as the hydraulic oil for the clutch like a motorcycle. However, since the progress of deterioration is fast and the characteristics of the hydraulic oil change and the hydraulic pressure changes even at the same temperature depending on the degree of deterioration, more precise control considering deterioration is desired.

そこで油温に加えて油圧を検知することで、非劣化状態の作動油特性に対する劣化分の補正を行うことが考えられるが、クラッチの作動状態では油圧が常に変動するので、非劣化状態の作動油特性との比較が難しいので劣化状態を判定することができず、クラッチの作動中に作動油の特性変化に応じた作動油圧の制御に活かすことができなかった。   Therefore, it is conceivable to correct the deterioration of the non-degraded hydraulic oil characteristics by detecting the oil pressure in addition to the oil temperature, but the oil pressure always fluctuates in the clutch operating state, so the non-deteriorating operation Since the comparison with the oil characteristics is difficult, the deterioration state cannot be determined, and it cannot be utilized for the control of the hydraulic pressure according to the change in the characteristics of the hydraulic oil during the operation of the clutch.

本発明は、かかる事情に鑑みてなされたものであり、作動中の油圧クラッチの油圧を作動油の特性変化に応じて制御し得るようにした油圧クラッチ制御装置を提供することを目的とする。   The present invention has been made in view of such circumstances, and an object of the present invention is to provide a hydraulic clutch control device capable of controlling the hydraulic pressure of an operating hydraulic clutch in accordance with a change in characteristics of the hydraulic oil.

上記目的を達成するために、本発明は、油圧源から油圧クラッチに供給される作動油の流量を作動油の状態に応じて調節可能とした油圧クラッチ制御装置において、複数の油圧クラッチと、それらの油圧クラッチに共通な油圧源との間を結ぶ複数の油圧供給ライン毎に、複数の前記油圧クラッチの一部を作動待機状態としたときに他の油圧クラッチを作動状態とすることを可能として各油圧クラッチの作動を独立に制御する油圧制御弁と、前記油圧供給ラインを流れる作動油の流量を調整可能な流量調整手段と、前記作動油の状態を検知する作動油状態検知手段とがそれぞれ設けられ、前記油圧制御弁および前記流量調整手段の作動を制御可能な制御ユニットが、複数の前記油圧供給ラインのうち作動待機中の油圧クラッチに連なる油圧供給ラインでの前記作動油状態検知手段の検出値に基づいて作動状態にある油圧クラッチに連なる油圧供給ラインの前記流量調整手段の作動を制御することを第１の特徴とする。   In order to achieve the above object, the present invention provides a hydraulic clutch control device capable of adjusting a flow rate of hydraulic oil supplied from a hydraulic source to a hydraulic clutch in accordance with a state of the hydraulic oil, a plurality of hydraulic clutches, For each of a plurality of hydraulic supply lines connecting a hydraulic source common to the hydraulic clutch, it is possible to set another hydraulic clutch in an operating state when a part of the plurality of hydraulic clutches is in an operation standby state. A hydraulic control valve for independently controlling the operation of each hydraulic clutch, a flow rate adjusting means capable of adjusting the flow rate of the hydraulic oil flowing through the hydraulic pressure supply line, and a hydraulic oil state detecting means for detecting the state of the hydraulic oil, respectively A hydraulic pressure supply unit is provided, and a control unit capable of controlling the operation of the hydraulic pressure control valve and the flow rate adjusting means is connected to a hydraulic clutch waiting for operation among the plurality of hydraulic pressure supply lines. To control the operation of the flow rate adjusting means of the hydraulic supply lines leading to the hydraulic clutch is in operation based on the detected value of the hydraulic fluid condition detecting means in-the first feature.

また本発明は、第１の特徴の構成に加えて、前記作動油状態検知手段が、前記作動油の温度を検出する温度センサと、前記作動油の圧力を検出する油圧センサとを備えることを第２の特徴とする。   According to the present invention, in addition to the configuration of the first feature, the hydraulic oil state detection means includes a temperature sensor that detects a temperature of the hydraulic oil, and a hydraulic sensor that detects a pressure of the hydraulic oil. The second feature.

本発明は、第２の特徴の構成に加えて、前記制御ユニットは、前記作動油の温度と、前記流量調整手段の作動状態との相関関係を表す数値テーブルを有し、前記作動待機中の油圧クラッチに連なる油圧供給ラインでの前記作動油状態検知手段によって検出された前記作動油の温度に基づいて前記数値テーブルから前記流量調整手段の作動状態を定めることを第３の特徴とする。   In the present invention, in addition to the configuration of the second feature, the control unit includes a numerical table indicating a correlation between the temperature of the hydraulic oil and an operating state of the flow rate adjusting unit, A third feature is that the operating state of the flow rate adjusting means is determined from the numerical value table based on the temperature of the operating oil detected by the operating oil state detecting means in a hydraulic pressure supply line connected to the hydraulic clutch.

本発明は、第３の特徴の構成に加えて、前記制御ユニットが、作動待機中の油圧クラッチに該油圧クラッチが作動状態となる油圧未満の油圧を作用しめるようにした応答テスト状態での前記作動待機中の油圧クラッチに連なる油圧供給ラインでの作動油状態検知手段の検知結果に基づいて、前記流量調整手段の作動状態を定めることを第４の特徴とする。   According to the present invention, in addition to the configuration of the third feature, the control unit is configured to apply a hydraulic pressure lower than a hydraulic pressure at which the hydraulic clutch is in an operating state to the hydraulic clutch that is in a standby state. A fourth feature is that the operating state of the flow rate adjusting means is determined based on the detection result of the hydraulic oil state detecting means in the hydraulic pressure supply line connected to the hydraulic clutch that is waiting for operation.

本発明は、第４の特徴の構成に加えて、前記流量調整手段が作動油の流量を段階的に変化させる複数の作動状態を切換可能に構成され、前記制御ユニットが、前記応答テスト状態で、前記流量調整手段の複数の作動状態毎に油圧が設定圧に達するまでの時間および前記設定圧からのオーバーシュート高さに基づいて、前記流量調整手段の作動状態を定めることを第５の特徴とする。   In the present invention, in addition to the configuration of the fourth feature, the flow rate adjusting means is configured to be able to switch between a plurality of operating states in which the flow rate of the hydraulic oil is changed in stages, and the control unit is in the response test state. The operation state of the flow rate adjusting means is determined based on the time until the hydraulic pressure reaches the set pressure and the overshoot height from the set pressure for each of the plurality of operating states of the flow rate adjusting means. And

本発明は、第５の特徴の構成に加えて、前記制御ユニットが、前記応答テスト状態で、作動待機中の油圧クラッチに該油圧クラッチが作動状態となる油圧未満の油圧を作用しめるようにして前記流量調整手段の作動状態を定めるたびに前記数値データを更新することを第６の特徴とする。   According to the present invention, in addition to the configuration of the fifth feature, in the response test state, the control unit applies a hydraulic pressure lower than a hydraulic pressure at which the hydraulic clutch is in an operating state to the hydraulic clutch that is in an operation standby state. A sixth feature is that the numerical data is updated every time the operating state of the flow rate adjusting means is determined.

さらに本発明は、第１〜第６の特徴の構成のいずれかに加えて、エンジンの潤滑油を前記作動油として用いる車両に適用されることを第７の特徴とする。   Furthermore, in addition to any of the configurations of the first to sixth features, the present invention has a seventh feature that is applied to a vehicle that uses engine lubricating oil as the hydraulic fluid.

なお実施の形態のオイルポンプ７４が本発明の油圧源に対応する。   The oil pump 74 of the embodiment corresponds to the hydraulic power source of the present invention.

本発明の第１の特徴によれば、複数の油圧クラッチと、それらの油圧クラッチに共通な油圧源との間を結ぶ複数の油圧供給ライン毎にそれぞれ設けられる油圧制御弁および流量調整手段の作動を制御可能な制御ユニットが、複数の油圧供給ラインのうち作動待機中の油圧クラッチに連なる油圧供給ラインでの作動油の状態に応じて作動状態にある油圧クラッチに連なる油圧供給ラインにおける流量調整手段の作動を制御するので、作動中である油圧クラッチへの作動油の流量調整を、作動待機中である油圧クラッチ側の変動しない作動油状態に応じて行うようにして、油圧クラッチの作動中に作動油の特性変化に応じた作動油圧の制御に活かすことができる。   According to the first feature of the present invention, the operation of the hydraulic control valve and the flow rate adjusting means provided for each of the plurality of hydraulic supply lines connecting the plurality of hydraulic clutches and the hydraulic source common to the hydraulic clutches. The flow rate adjusting means in the hydraulic supply line connected to the hydraulic clutch in the operating state according to the state of the hydraulic oil in the hydraulic supply line in the hydraulic supply line connected to the hydraulic clutch waiting for operation among the plurality of hydraulic supply lines Therefore, the flow rate adjustment of the hydraulic oil to the hydraulic clutch that is in operation is adjusted according to the state of the hydraulic oil that does not fluctuate on the hydraulic clutch side that is waiting for operation. This can be utilized for controlling the hydraulic pressure in response to changes in the characteristics of the hydraulic oil.

また本発明の第２の特徴によれば、作動油状態検知手段が、作動油の温度および圧力を検出することができるので、作動油の状態を判断することができる。   According to the second feature of the present invention, since the hydraulic oil state detection means can detect the temperature and pressure of the hydraulic oil, the state of the hydraulic oil can be determined.

本発明の第３の特徴によれば、作動油の温度と、流量調整手段の作動状態との相関関係を表す数値テーブルから、作動待機中の油圧クラッチ側の油圧供給ラインでの作動油の温度に基づいて流量調整手段の作動状態を定めるようにしているので、流量調整手段の作動状態を容易に定めることができる。   According to the third aspect of the present invention, the temperature of the hydraulic oil in the hydraulic pressure supply line on the hydraulic clutch side waiting for operation is calculated from a numerical table representing the correlation between the temperature of the hydraulic oil and the operating state of the flow rate adjusting means. Since the operating state of the flow rate adjusting means is determined based on the above, the operating state of the flow rate adjusting means can be easily determined.

本発明の第４の特徴によれば、作動待機中の油圧クラッチに該油圧クラッチが作動状態となる油圧未満の油圧を作用しめるようにした応答テストを実行し、その応答テスト状態での作動待機中の油圧クラッチ側の油圧供給ラインでの作動油の状態に基づいて流量調整手段の作動状態を定めるので、作動油の特性変化に速やかに適合した制御を行うことができる。   According to the fourth aspect of the present invention, a response test is performed such that a hydraulic pressure lower than the hydraulic pressure at which the hydraulic clutch is activated is applied to the hydraulic clutch that is waiting for operation, and the operation waiting in the response test state is performed. Since the operating state of the flow rate adjusting means is determined based on the state of the operating oil in the hydraulic supply line on the side of the hydraulic clutch in the middle, it is possible to perform control that quickly adapts to changes in the characteristics of the operating oil.

本発明の第５の特徴によれば、応答テスト状態で、流量調整手段の複数の作動状態毎義音尾たびに油圧が設定圧に達するまでの時間および設定圧からのオーバーシュート高さに基づいて流量調整手段の作動状態を定めるので、作動油の状態に応じて乱れの少ない最適の応答性を有するように流量調整手段の作動状態を定めることができる。   According to the fifth aspect of the present invention, in the response test state, based on the time until the hydraulic pressure reaches the set pressure and the overshoot height from the set pressure for each of the plurality of operating states of the flow rate adjusting means. Since the operating state of the flow rate adjusting means is determined, the operating state of the flow rate adjusting means can be determined so as to have an optimum response with little disturbance according to the state of the hydraulic oil.

本発明の第６の特徴によれば、応答テスト状態で流量調整手段の作動状態を定めるたびに数値データを更新するので、作動油の温度と、流量調整手段の作動状態との相関関係を表す数値テーブルを、作動油の最新の状態に適合した最適なものとすることができる。   According to the sixth aspect of the present invention, the numerical data is updated every time the operating state of the flow rate adjusting means is determined in the response test state, and thus the correlation between the temperature of the hydraulic oil and the operating state of the flow rate adjusting means is expressed. The numerical table can be optimized to suit the latest state of hydraulic oil.

本発明の第７の特徴によれば、エンジンの潤滑油を作動油として用いる車両に適用することで、特に作動油の劣化が生じ易いエンジンの油圧クラッチ制御に有効に利用することができる。   According to the seventh aspect of the present invention, by applying the present invention to a vehicle that uses engine lubricating oil as hydraulic oil, it can be effectively used for hydraulic clutch control of an engine that is particularly susceptible to deterioration of hydraulic oil.

自動二輪車用エンジンの要部断面図である。1 is a cross-sectional view of a main part of a motorcycle engine. 一対の油圧クラッチの油圧供給系統を示す図である。It is a figure which shows the hydraulic pressure supply system of a pair of hydraulic clutch. 制御系の構成を示すブロック図である。It is a block diagram which shows the structure of a control system. 作動油の温度および流量調整手段の作動状態の相関関係を表す数値テーブルの一例を示す図である。It is a figure which shows an example of the numerical table showing the correlation of the temperature of hydraulic fluid, and the operating state of a flow volume adjustment means. 応答テストでの油圧変化の一例を示す図である。It is a figure which shows an example of the hydraulic pressure change by a response test. 応答テストでの応答遅れ時間およびオーバーシュート高さを説明するための図である。It is a figure for demonstrating the response delay time and overshoot height in a response test. 応答テスト実行時の処理手順を示すフローチャートである。It is a flowchart which shows the process sequence at the time of response test execution.

以下、本発明の実施の形態について添付の図面を参照しながら説明すると、先ず図１において、自動二輪車に搭載されるエンジンのクランクケース１１内には、変速機Ｍが収容されており、この変速機Ｍは、メインシャフト１２およびカウンタシャフト１５間に、選択的に確立可能な複数変速段のギヤ列たとえば第１速〜第６速ギヤ列Ｇ１〜Ｇ６が設けられて成るものである。   Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. First, in FIG. 1, a transmission M is housed in a crankcase 11 of an engine mounted on a motorcycle. The machine M is configured such that a gear train having a plurality of speeds that can be selectively established, for example, first to sixth gear trains G1 to G6, is provided between the main shaft 12 and the countershaft 15.

前記メインシャフト１２は、第１シャフト１３と、第１シャフト１３を同軸にかつ相対回転可能に挿通せしめる第２シャフト１４とから成り、第１シャフト１３およびカウンタシャフト１５間に、第１速ギヤ列Ｇ１、第３ギヤ列Ｇ３および第５速ギヤ列Ｇ５が設けられ、第２シャフト１４およびカウンタシャフト１５間に、第２速ギヤ列Ｇ２、第４速ギヤ列Ｇ４および第６速ギヤ列Ｇ６が設けられる。   The main shaft 12 includes a first shaft 13 and a second shaft 14 through which the first shaft 13 is coaxially and relatively rotatably inserted. A first speed gear train is interposed between the first shaft 13 and the counter shaft 15. G1, a third gear train G3, and a fifth gear train G5 are provided, and a second gear train G2, a fourth gear train G4, and a sixth gear train G6 are provided between the second shaft 14 and the countershaft 15. Provided.

第１シャフト１３は、第２シャフト１４よりも小径に形成されており、第１シャフト１３の一端部はクランクケース１１にボールベアリング１６を介して回転自在に支承され、第１シャフト１３の他端側はクランクケース１１を回転自在に貫通し、クランクケース１１に締結されるクランクケースカバー１７に、クラッチインナ６３およびボールベアリング１８を介して第１シャフト１３の他端部が回転自在に支承される。またクランクケース１１には、第１シャフト１３よりも大径である第２シャフト１４がボールベアリング１９を介して回転自在に支承され、第２シャフト１４には、第１シャフト１３の中間部が同軸にかつ相対回転自在に挿通され、第１シャフト１３および第２シャフト１４間には複数のニードルベアリング２０が介装される。   The first shaft 13 has a smaller diameter than the second shaft 14, and one end of the first shaft 13 is rotatably supported by the crankcase 11 via a ball bearing 16, and the other end of the first shaft 13 is The other end of the first shaft 13 is rotatably supported by a crankcase cover 17 fastened to the crankcase 11 via a clutch inner 63 and a ball bearing 18. . Further, a second shaft 14 having a larger diameter than the first shaft 13 is rotatably supported on the crankcase 11 via a ball bearing 19, and an intermediate portion of the first shaft 13 is coaxial with the second shaft 14. And a plurality of needle bearings 20 are interposed between the first shaft 13 and the second shaft 14.

第１、第３および第５速ギヤ列Ｇ１，Ｇ３，Ｇ５は、第１シャフト１３のうち第２シャフト１４から突出した一端側の部分と、カウンタシャフト１５との間に設けられるものであり、第１速ギヤ列Ｇ１は、第１シャフト１３に一体に設けられる第１速駆動ギヤ３１と、カウンタシャフト１５に相対回転不能に支承されて第１速駆動ギヤ３１に噛合する第１速被動ギヤ３２とから成る。第３速ギヤ列Ｇ３は、軸方向のスライド作動を可能として第１シャフト１３に相対回転不能に結合される第３速駆動ギヤ３３と、前記カウンタシャフト１５に相対回転可能に支承されて第３速駆動ギヤ３３に噛合する第３速被動ギヤ３４とから成る。また第５速ギヤ列Ｇ５は、第１および第３速駆動ギヤ３１，３３間に配置されて第１シャフト１３に相対回転可能に支承される第５速駆動ギヤ３５と、軸方向のスライド作動を可能としてカウンタシャフト１５に相対回転不能に結合されるとともに第５速駆動ギヤ３５に噛合する第５速被動ギヤ３６とから成る。   The first, third, and fifth speed gear trains G1, G3, G5 are provided between the counter shaft 15 and a portion on one end side protruding from the second shaft 14 of the first shaft 13; The first speed gear train G1 includes a first speed drive gear 31 provided integrally with the first shaft 13 and a first speed driven gear that is supported by the counter shaft 15 so as not to rotate relative to the first shaft 13 and meshes with the first speed drive gear 31. 32. The third speed gear train G3 is supported by the counter shaft 15 so as to be rotatable relative to the third speed drive gear 33 that is axially slidable and coupled to the first shaft 13 so as not to be relatively rotatable. And a third speed driven gear 34 meshing with the speed driving gear 33. The fifth speed gear train G5 is disposed between the first and third speed drive gears 31 and 33, and is supported by the first shaft 13 so as to be relatively rotatable. And a fifth speed driven gear 36 which is coupled to the countershaft 15 so as not to be relatively rotatable and meshes with the fifth speed drive gear 35.

第２速ギヤ列Ｇ２は、第２シャフト１４に一体に設けられる第２速駆動ギヤ３７と、カウンタシャフト１５に相対回転自在に支承されて第２速駆動ギヤ３７に噛合する第２速被動ギヤ３８とから成る。また第４速ギア列Ｇ４は、軸方向のスライド作動を可能として第２シャフト１４に相対回転不能に結合される第４速駆動ギヤ３９と、カウンタシャフト１５に相対回転可能に支承されて第４速駆動ギヤ３９に噛合する第４速被動ギヤ４０とから成る。また第６速ギヤ列Ｇ６は、第２および第４速駆動ギヤ３７，３９間に配置されて第２シャフト１４に相対回転可能に支承される第６速駆動ギヤ４１と、軸方向のスライド作動を可能としてカウンタシャフト１５に相対回転不能に結合されるとともに第６速駆動ギヤ４１に噛合する第６速被動ギヤ４２とから成る。   The second speed gear train G <b> 2 includes a second speed drive gear 37 provided integrally with the second shaft 14, and a second speed driven gear that is rotatably supported by the counter shaft 15 and meshes with the second speed drive gear 37. 38. The fourth speed gear train G4 is supported on the counter shaft 15 so as to be rotatable relative to the fourth speed drive gear 39 that is axially slidable and coupled to the second shaft 14 so as not to rotate relative to the fourth shaft. And a fourth speed driven gear 40 meshing with the speed driving gear 39. The sixth speed gear train G6 is disposed between the second and fourth speed drive gears 37 and 39, and is supported by the second shaft 14 so as to be relatively rotatable. The sixth speed gear train G6 is slid in the axial direction. And a sixth speed driven gear 42 which is coupled to the countershaft 15 so as not to rotate relative to the countershaft 15 and meshes with the sixth speed drive gear 41.

第１および第３速被動ギヤ３２，３４間でカウンタシャフト１５には、第１シフタ４４が相対回転不能かつ軸方向スライド可能に支承されており、第５速被動ギヤ３６は第１シフタ４４に一体に設けられる。この第１シフタ４４は、第１速被動ギヤ３２に係合する位置と、第３速被動ギヤ３４に係合する位置と、第１および第３速被動ギヤ３２，３４のいずれにも係合しない位置との間でスライド可能である。また第５速駆動ギヤ３５を第１速駆動ギヤ３１との間に挟むようにして第１シャフト１３には、第２シフタ４５が相対回転不能かつ軸方向スライド可能に支承されており、第３速駆動ギヤ３３は第２シフタ４５に一体に設けられる。この第２シフタ４５は、第５速駆動ギヤ３５に係合する位置ならびにその係合を解除する位置間でスライド可能である。   A first shifter 44 is supported on the countershaft 15 between the first and third speed driven gears 32 and 34 so as not to be relatively rotatable and axially slidable. The fifth speed driven gear 36 is supported by the first shifter 44. Provided integrally. The first shifter 44 is engaged with any of the positions engaging with the first speed driven gear 32, the positions engaging with the third speed driven gear 34, and the first and third speed driven gears 32, 34. It is possible to slide between positions. Further, the second shifter 45 is supported on the first shaft 13 so as not to be relatively rotatable and slidable in the axial direction so that the fifth speed drive gear 35 is sandwiched between the first speed drive gear 31 and the third speed drive. The gear 33 is provided integrally with the second shifter 45. The second shifter 45 is slidable between a position where the second shifter 45 is engaged with the fifth speed drive gear 35 and a position where the engagement is released.

而して第２シフタ４５が第５速駆動ギヤ３５に係合していない状態で第１シフタ４４が第１速被動ギヤ３２に係合することで第１速ギヤ列Ｇ１が確立し、第２シフタ４５が第５速駆動ギヤ３５に係合していない状態で第１シフタ４４が第３速被動ギヤ３４に係合することで第３速ギヤ列Ｇ３が確立し、第１シフタ４４が第１速被動ギヤ３２および第３速被動ギヤ３４のいずれにも係合していない状態で第２シフタ４５が第５速駆動ギヤ３５に係合することで第５速ギヤ列Ｇ５が確立する。   Thus, when the first shifter 44 is engaged with the first speed driven gear 32 in a state where the second shifter 45 is not engaged with the fifth speed drive gear 35, the first speed gear train G1 is established. When the first shifter 44 is engaged with the third speed driven gear 34 in a state where the second shifter 45 is not engaged with the fifth speed drive gear 35, the third speed gear train G3 is established, and the first shifter 44 is When the second shifter 45 engages with the fifth speed drive gear 35 in a state where it is not engaged with either the first speed driven gear 32 or the third speed driven gear 34, the fifth speed gear train G5 is established. .

第６速駆動ギヤ４１を第２速駆動ギヤ３７との間に挟むようにして第２シャフト１４には、第３シフタ４６が相対回転不能かつ軸方向スライド可能に支承されており、第４速駆動ギヤ３９は第３シフタ４６に一体に設けられる。この第３シフタ４６は、第６速駆動ギヤ４１に係合する位置ならびにその係合を解除する位置間でスライド可能である。また第２および第４速被動ギヤ３８，４０間でカウンタシャフト１５には、第４シフタ４７が相対回転不能かつ軸方向スライド可能に支承されており、第６速被動ギヤ４２は第４シフタ４７に一体に設けられる。この第４シフタ４７は、第２速被動ギヤ３８に係合する位置と、第４速被動ギヤ４０に係合する位置と、第２および第４速被動ギヤ３８，４０のいずれにも係合しない位置との間でスライド可能である。   A third shifter 46 is supported on the second shaft 14 so as to be relatively non-rotatable and axially slidable so that the sixth speed drive gear 41 is sandwiched between the second speed drive gear 37 and the fourth speed drive gear. 39 is provided integrally with the third shifter 46. The third shifter 46 is slidable between a position where the third shifter 46 is engaged with the sixth speed drive gear 41 and a position where the engagement is released. Further, a fourth shifter 47 is supported on the countershaft 15 between the second and fourth speed driven gears 38 and 40 so as not to be relatively rotatable and slidable in the axial direction, and the sixth speed driven gear 42 is supported by the fourth shifter 47. Are integrally provided. The fourth shifter 47 is engaged with any of the positions engaging with the second speed driven gear 38, the position engaging with the fourth speed driven gear 40, and the second and fourth speed driven gears 38, 40. It is possible to slide between positions.

而して第３シフタ４６が第６速駆動ギヤ４１に係合していない状態で第４シフタ４７が第２速被動ギヤ３８に係合することで第２速ギヤ列Ｇ２が確立し、第３シフタ４６が第６速駆動ギヤ４１に係合していない状態で第４シフタ４７が第４速被動ギヤ４０に係合することで第４速ギヤ列Ｇ４が確立し、第４シフタ４７が第２速被動ギヤ３８および第４速被動ギヤ４０のいずれにも係合していない状態で第３シフタ４５が第６速駆動ギヤ４１に係合することで第６速ギヤ列Ｇ６が確立する。   Thus, when the third shifter 46 is not engaged with the sixth speed drive gear 41 and the fourth shifter 47 is engaged with the second speed driven gear 38, the second speed gear train G2 is established. When the 4th shifter 47 is engaged with the 4th speed driven gear 40 while the 3rd shifter 46 is not engaged with the 6th speed drive gear 41, the 4th speed gear train G4 is established, and the 4th shifter 47 is When the third shifter 45 is engaged with the sixth speed drive gear 41 in a state where it is not engaged with either the second speed driven gear 38 or the fourth speed driven gear 40, the sixth speed gear train G6 is established. .

第１〜第４シフタ４４，４５，４６，４７は、第１〜第４シフトフォーク４８，４９，５０，５１で回転自在に保持されており、第１および第４シフトフォーク４８，５１は第１シフトフォーク軸５２でその軸方向にスライド可能に支承され、第２および第３シフトフォーク４９，５０は第２シフトフォーク軸５３でその軸方向にスライド可能に支承され、第１および第２シフトフォーク軸５２，５３は、第１および第２シャフト１３，１４ならびにカウンタシャフト１５と平行な軸線を有してクランクケース１１に支持される。   The first to fourth shifters 44, 45, 46, 47 are rotatably held by first to fourth shift forks 48, 49, 50, 51, and the first and fourth shift forks 48, 51 are The first shift fork shaft 52 is supported so as to be slidable in the axial direction, and the second and third shift forks 49 and 50 are supported by the second shift fork shaft 53 so as to be slidable in the axial direction. The fork shafts 52 and 53 are supported by the crankcase 11 with an axis parallel to the first and second shafts 13 and 14 and the counter shaft 15.

またクランクケース１１には、第１および第２シャフト１３，１４ならびにカウンタシャフト１５と平行な軸線を有するシフトドラム５５が軸線まわりに回動することを可能として支承されており、このシフトドラム５５の外周面に第１〜第４シフトフォーク４８〜５１がそれぞれスライド可能に係合され、シフトドラム５５が回動すると第１〜第４シフトフォーク４８〜５１が軸方向にスライド作動する。   A shift drum 55 having an axis parallel to the first and second shafts 13 and 14 and the counter shaft 15 is supported on the crankcase 11 so as to be able to rotate around the axis. The first to fourth shift forks 48 to 51 are slidably engaged with the outer peripheral surface, and when the shift drum 55 rotates, the first to fourth shift forks 48 to 51 slide in the axial direction.

第１シャフト１３の他端側には、第２シャフト１４に軸方向で隣接する伝動筒軸２１が相対回転可能に装着されており、該伝動筒軸２１には、クランクシャフト（図示せず）からの動力が一次減速装置２２およびダンパースプリング２４を介して伝達される。而して一次減速装置２２は、前記クランクシャフトに設けられる駆動ギヤと、該駆動ギヤに噛合するようにして第１および第２シャフト１３，１４と同軸に配置される被動ギヤ２３とから成り、被動ギヤ２３が前記ダンパースプリング２４を介して伝動筒軸２１に連結される。   A transmission cylinder shaft 21 adjacent to the second shaft 14 in the axial direction is mounted on the other end side of the first shaft 13 so as to be relatively rotatable. A crankshaft (not shown) is attached to the transmission cylinder shaft 21. Is transmitted through the primary speed reducer 22 and the damper spring 24. Thus, the primary speed reduction device 22 includes a drive gear provided on the crankshaft, and a driven gear 23 arranged coaxially with the first and second shafts 13 and 14 so as to mesh with the drive gear. A driven gear 23 is connected to the transmission cylinder shaft 21 via the damper spring 24.

前記伝動筒軸２１および第１シャフト１３間には第１油圧クラッチ５８が設けられ、第１油圧クラッチ５８が備えるクラッチインナ６３が第１シャフト１３の他端部に相対回転不能に結合され、このクラッチインナ６０および前記クランクケースカバー１７間に前記ボールベアリング１８が介装される。また伝動筒軸２１および第２シャフト１４間には、前記第１油圧クラッチ５８との間に一次減速装置５４を挟む第２油圧クラッチ５９が設けられる。   A first hydraulic clutch 58 is provided between the transmission cylinder shaft 21 and the first shaft 13, and a clutch inner 63 provided in the first hydraulic clutch 58 is coupled to the other end of the first shaft 13 so as not to be relatively rotatable. The ball bearing 18 is interposed between the clutch inner 60 and the crankcase cover 17. In addition, a second hydraulic clutch 59 is provided between the transmission cylinder shaft 21 and the second shaft 14 so as to sandwich the primary reduction gear 54 between the first hydraulic clutch 58 and the first hydraulic clutch 58.

第１油圧クラッチ５８は、前記伝動筒軸２１とともに回転するクラッチアウタ６１に係合する複数枚の駆動摩擦板６２…と、前記メインシャフト１２の第１シャフト１３とともに回転するクラッチインナ６３に係合して前記駆動摩擦板６２…と交互に配置される複数枚の被動摩擦板６４…とを、油圧室６５に作用する油圧によって作動するピストン６６で押圧して摩擦係合することで動力伝達状態となるように構成された多板式油圧クラッチである。   The first hydraulic clutch 58 is engaged with a plurality of drive friction plates 62... That engage with a clutch outer 61 that rotates with the transmission cylinder shaft 21, and a clutch inner 63 that rotates with the first shaft 13 of the main shaft 12. Then, the drive friction plates 62 and the plurality of driven friction plates 64 arranged alternately are pressed and frictionally engaged by the piston 66 that is operated by the hydraulic pressure acting on the hydraulic chamber 65 to transmit power. This is a multi-plate hydraulic clutch configured as follows.

また第２油圧クラッチ５９は、前記伝動筒軸２１とともに回転するクラッチアウタ６７に係合する複数枚の駆動摩擦板６８…と、前記メインシャフト１２の第１シャフト１３とともに回転するクラッチインナ６９に係合して前記駆動摩擦板６８…と交互に配置される複数枚の被動摩擦板７０…とを、油圧室７１に作用する油圧によって作動するピストン７２で押圧して摩擦係合することで動力伝達状態となるように構成された多板式油圧クラッチである。   The second hydraulic clutch 59 is associated with a plurality of drive friction plates 68 that engage with a clutch outer 67 that rotates together with the transmission cylinder shaft 21 and a clutch inner 69 that rotates with the first shaft 13 of the main shaft 12. In addition, the drive friction plates 68 and the plurality of driven friction plates 70 alternately arranged are pressed and frictionally engaged by pistons 72 operated by the hydraulic pressure acting on the hydraulic chamber 71 to transmit power. This is a multi-plate hydraulic clutch configured to be in a state.

而して第２油圧クラッチ５９を作動待機中としつつ第１油圧クラッチ５８を作動せしめて動力伝達状態とすることで第１シャフト１３にクランクシャフトから動力が伝達されているときには、第１、第３および第５速ギヤ列Ｇ１，Ｇ３，Ｇ５のうち択一的に確立したギヤ列を介して第１シャフト１３からカウンタシャフト１５に動力を伝達することが可能であり、第１油圧クラッチ５８を作動待機中としつつ第２油圧クラッチ５９を作動せしめて動力伝達状態とすることで第２シャフト１４にクランクシャフトから動力が伝達されているときには、第２、第４および第６速ギヤ列Ｇ２，Ｇ４，Ｇ６のうち択一的に確立したギヤ列を介して第２シャフト１４からカウンタシャフト１５に動力を伝達することが可能である。   Thus, when power is transmitted from the crankshaft to the first shaft 13 by operating the first hydraulic clutch 58 and setting the power transmission state while the second hydraulic clutch 59 is on standby, the first, first, It is possible to transmit power from the first shaft 13 to the countershaft 15 via a gear train that is alternatively established among the third and fifth speed gear trains G1, G3, G5. When power is transmitted from the crankshaft to the second shaft 14 by operating the second hydraulic clutch 59 to be in a power transmission state while waiting for operation, the second, fourth and sixth speed gear trains G2, G2 are transmitted. Power can be transmitted from the second shaft 14 to the countershaft 15 via a gear train that is alternatively established among G4 and G6.

図２において、第１油圧クラッチ５８の油圧室６５ならびに第２油圧クラッチ５９の油圧室７１は、第１および第２油圧クラッチ５８，５９に共通である油圧源であるオイルポンプ７４に油圧供給ライン７５Ａ，７５Ｂを介して接続される。   In FIG. 2, a hydraulic chamber 65 of the first hydraulic clutch 58 and a hydraulic chamber 71 of the second hydraulic clutch 59 are connected to an oil pump 74 that is a hydraulic source common to the first and second hydraulic clutches 58, 59. Connected via 75A and 75B.

前記オイルポンプ７４は、オイル溜め７６から汲み上げた作動油を油圧供給ライン７５Ａ，７５Ｂに供給するとともに、エンジンが備える複数の潤滑部にも潤滑用オイルとしてオイルを供給するものである。またオイルポンプ７４の吐出部およびオイル溜め７６間にはリリーフ弁７７が設けられる。   The oil pump 74 supplies hydraulic oil pumped up from the oil reservoir 76 to the hydraulic pressure supply lines 75A and 75B, and supplies oil as lubricating oil to a plurality of lubricating portions provided in the engine. A relief valve 77 is provided between the discharge part of the oil pump 74 and the oil reservoir 76.

油圧供給ライン７５Ａ．７５Ｂには、第１および第２油圧クラッチ５８，５９の一方を作動待機状態としたときに他方を作動状態とすることを可能として各油圧クラッチ７５Ａ，７５Ｂの作動を独立に制御する油圧制御弁７８Ａ，７８Ｂと、油圧供給ライン７５Ａ，７５Ｂを流れる作動油の流量を調整可能な流量調整手段７９Ａ，７９Ｂと、第１および第２油圧供給ライン７５Ａ，７５Ｂを流れる作動油の状態を検知する作動油状態検知手段８０Ａ，８０Ｂとがそれぞれ設けられる。   Hydraulic supply line 75A. 75B includes a hydraulic control valve for independently controlling the operation of each of the hydraulic clutches 75A and 75B by enabling one of the first and second hydraulic clutches 58 and 59 to be in an operation standby state when the other is in an operation standby state. 78A, 78B, flow rate adjusting means 79A, 79B capable of adjusting the flow rate of hydraulic oil flowing through the hydraulic pressure supply lines 75A, 75B, and operation for detecting the state of hydraulic fluid flowing through the first and second hydraulic pressure supply lines 75A, 75B Oil state detection means 80A and 80B are provided respectively.

前記油圧制御弁７８Ａ，７８Ｂは、たとえば調圧用リニアソレノイド弁である。また流量調整手段７９Ａ，７９Ｂは、絞り度を異ならせて並列接続される第１、第２および第３オリフィス８１，８２，８３と、それらのオリフィス８１〜８３のいずれに作動油を流通させるかを選択する電磁切換弁８４とでそれぞれ構成され、第１〜第３オリフィス８１〜８３の流通抵抗は第１オリフィス８１が第２オリフィス８２よりも小さく、第２オリフィス８２が第３オリフィス８３よりも小さくなるように設定されている。すなわち流量調整手段７９Ａ，７９Ｂは、作動油の流量を段階的に変化させる複数の作動状態を切換可能に構成されており、この実施の形態では、流量調整手段７９Ａ，７９Ｂは、第１オリフィス８１…に作動油を流通させる状態と、第２オリフィス８２…に作動油を流通させる状態と、第３オリフィス８３…に作動油を流通させる状態とを段階的に変化させることができる。また作動油状態検知手段８０Ａ，８０Ｂは、作動油の温度を検出する温度センサ８５と、作動油の圧力を検出する油圧センサ８６とをそれぞれ備える。   The hydraulic control valves 78A and 78B are, for example, pressure-regulating linear solenoid valves. Further, the flow rate adjusting means 79A, 79B allows the hydraulic oil to flow through the first, second and third orifices 81, 82, 83 connected in parallel with different throttling degrees and the orifices 81-83. The flow resistance of the first to third orifices 81 to 83 is smaller than that of the second orifice 82, and the second orifice 82 is smaller than that of the third orifice 83. It is set to be smaller. That is, the flow rate adjusting means 79A and 79B are configured to be able to switch between a plurality of operating states that change the flow rate of the hydraulic oil stepwise. In this embodiment, the flow rate adjusting means 79A and 79B are the first orifice 81. The state in which the working oil is circulated in the state, the state in which the working oil is circulated in the second orifices 82, and the state in which the working oil is circulated through the third orifices 83 can be changed stepwise. The hydraulic oil state detection means 80A and 80B each include a temperature sensor 85 that detects the temperature of the hydraulic oil and a hydraulic sensor 86 that detects the pressure of the hydraulic oil.

図３において、前記作動油状態検知手段８０Ａ，８０Ｂにおける温度センサ８５…および油圧センサ８６…の検出値は、油圧制御弁７８Ａ，７８Ｂの作動、ならびに前記流量調整手段７９Ａ，７９Ｂにおける電磁切換弁８４…の作動を制御する制御ユニット８８に入力される。   In FIG. 3, the detected values of the temperature sensors 85... And the hydraulic sensors 86... In the hydraulic oil state detection means 80 A and 80 B are based on the operation of the hydraulic control valves 78 A and 78 B and the electromagnetic switching valve 84 in the flow rate adjusting means 79 A and 79 B. Is input to a control unit 88 that controls the operation of.

而して制御ユニット８８は、油圧供給ライン７５Ａ，７５Ｂのうち作動待機中の油圧クラッチに連なる油圧供給ラインでの作動油状態検知手段の検出値に基づいて作動状態にある油圧クラッチに連なる油圧供給ラインの流量調整手段の作動を制御するものであり、第１油圧クラッチ５８が作動待機中であって第２油圧クラッチ５９が作動中であるときには、油圧供給ライン７５Ａでの作動油状態検知手段８０Ａの検出値に基づいて第２油圧クラッチ５９に連なる油圧供給ライン７５Ｂの流量調整手段７９Ａにおける電磁切換弁８４の作動を制御する。   Thus, the control unit 88 supplies the hydraulic pressure connected to the hydraulic clutch in the operating state based on the detected value of the hydraulic oil state detection means in the hydraulic pressure supply line connected to the hydraulic clutch that is waiting for operation among the hydraulic supply lines 75A and 75B. When the first hydraulic clutch 58 is waiting for operation and the second hydraulic clutch 59 is operating, the hydraulic oil state detection means 80A in the hydraulic pressure supply line 75A is controlled. Based on the detected value, the operation of the electromagnetic switching valve 84 in the flow rate adjusting means 79A of the hydraulic pressure supply line 75B connected to the second hydraulic clutch 59 is controlled.

前記制御ユニット８８は、作動油の温度と、流量調整手段７９Ａ，７９Ｂの作動状態すなわち第１〜第３オリフィス８１〜８３の選択状態との相関関係を表す数値テーブルを有している。図４はその数値テーブルの一例を示すものであり、温度が−２０℃〜１０℃の範囲では第１オリフィス８１を選択し、温度が１０℃〜４０℃の範囲では第２オリフィス８２を選択し、温度が４０℃を超える領域では第３オリフィス８３を選択するように設定されている。   The control unit 88 has a numerical table representing the correlation between the temperature of the hydraulic oil and the operating state of the flow rate adjusting means 79A and 79B, that is, the selected state of the first to third orifices 81 to 83. FIG. 4 shows an example of the numerical table. The first orifice 81 is selected when the temperature is in the range of −20 ° C. to 10 ° C., and the second orifice 82 is selected when the temperature is in the range of 10 ° C. to 40 ° C. In the region where the temperature exceeds 40 ° C., the third orifice 83 is selected.

したがって第１油圧クラッチ５８が作動待機中であって第２油圧クラッチ５９が作動中であるときには、油圧供給ライン７５Ａでの作動油状態検知手段８０Ａによって検出される温度が−２０℃〜１０℃の範囲では油圧供給ライン７５Ｂの流量調整手段７９Ｂでは第１オリフィス８１が選択され、作動油状態検知手段８０Ａによって検出される温度が１０℃〜４０℃の範囲では油圧供給ライン７５Ｂの流量調整手段７９Ｂでは第２オリフィス８２が選択され、作動油状態検知手段８０Ａによって検出される温度が４０℃を超える領域では油圧供給ライン７５Ｂの流量調整手段７９Ｂでは第３オリフィス８３が選択されることになる。   Therefore, when the first hydraulic clutch 58 is on standby and the second hydraulic clutch 59 is operating, the temperature detected by the hydraulic oil state detection means 80A in the hydraulic pressure supply line 75A is -20 ° C to 10 ° C. In the range, the first orifice 81 is selected in the flow rate adjusting means 79B of the hydraulic pressure supply line 75B, and the flow rate adjusting means 79B of the hydraulic pressure supply line 75B is selected in the range where the temperature detected by the hydraulic oil state detecting means 80A is 10 ° C to 40 ° C. In the region where the second orifice 82 is selected and the temperature detected by the hydraulic oil state detection means 80A exceeds 40 ° C., the third orifice 83 is selected in the flow rate adjustment means 79B of the hydraulic pressure supply line 75B.

また制御ユニット８８は、第１および第２油圧クラッチ５８，５９のうち作動待機中の油圧クラッチに、当該油圧クラッチが作動状態となるクラッチ接続油圧未満の油圧を作用しめるようにした応答応答テストを適宜実行するものであり、その応答テストでは、図５で示すように、両油圧制御弁７８Ａ，７８Ｂの一方を作動せしめるようにして、単独でそれぞれ選択された第１〜第３オリフィス８１〜８３毎に第１および第２油圧クラッチ５８，５９のうち作動待機中の油圧クラッチにクラッチ接続油圧未満の油圧をかけるようにする。このような応答テストによれば、図６で示すように、クラッチ接続油圧未満の油圧を油圧クラッチに作用せしめるようにした時点から目標油圧に達するまでの応答遅れ時間と、目標油圧を超えるオーバーシュート高さとが、作動油の状態に応じて第１〜第３オリフィス８１〜８３毎に異なることになる。   Further, the control unit 88 performs a response response test in which a hydraulic pressure lower than the clutch connection hydraulic pressure at which the hydraulic clutch is activated is applied to the hydraulic clutch that is waiting for operation among the first and second hydraulic clutches 58 and 59. In the response test, as shown in FIG. 5, one of the first to third orifices 81 to 83 is selected independently by operating one of the hydraulic control valves 78A and 78B. Every time, a hydraulic pressure lower than the clutch connection hydraulic pressure is applied to the hydraulic clutch that is waiting for operation among the first and second hydraulic clutches 58 and 59. According to such a response test, as shown in FIG. 6, the response delay time from when the hydraulic pressure less than the clutch connection hydraulic pressure is applied to the hydraulic clutch until the target hydraulic pressure is reached, and the overshoot exceeding the target hydraulic pressure. The height differs for each of the first to third orifices 81 to 83 depending on the state of the hydraulic oil.

而して制御ユニット８８は、前記応答テスト時には、図７で示す手順に従う処理を実行するものであり、ステップＳ１では、応答テストにおいて応答遅れ時間の短いものから順位付けするようにして第１〜第３のオリフィス８１〜８３に順位を付け、ステップＳ２では、第１〜第３オリフィス８１〜８３のうち順位１位のオリフィスを選択する。ステップＳ３では、順位が１位とされたオリフィスでのオーバーシュート高さが許容範囲内にあるか否か確認し、許容範囲内であると判断したときにはステップＳ４で順位１位のオリフィスを選択し、ステップＳ５で、作動油の温度と、流量調整手段７９Ａ，７９Ｂの作動状態すなわち第１〜第３オリフィス８１〜８３の選択状態との相関関係を表す数値テーブルを更新する。   Thus, the control unit 88 executes processing in accordance with the procedure shown in FIG. 7 during the response test. In step S1, the control unit 88 ranks the first to first in the response test from the one with the short response delay time. The third orifices 81 to 83 are ranked, and in step S2, the first ranked orifice among the first to third orifices 81 to 83 is selected. In step S3, it is confirmed whether or not the overshoot height at the orifice ranked first is within the allowable range. If it is determined that it is within the allowable range, the first ranked orifice is selected in step S4. In step S5, a numerical table representing the correlation between the temperature of the hydraulic oil and the operating state of the flow rate adjusting means 79A and 79B, that is, the selected state of the first to third orifices 81 to 83 is updated.

たとえば上記応答テストを作動油の温度が２０℃であるときに実行した際に、その応答テストの実行前には、図４の実線で示すように第２オリフィス８２が順位１位であったとしたときに、図５で示すような応答テストの結果が得られたことによって第１オリフィス８１が順位１位とされた時には、図４の鎖線で示すように第１オリフィス８１を用いる範囲を２０℃まで広げるように補正して前記数値テーブルを更新することになる。   For example, when the above response test is executed when the temperature of the hydraulic oil is 20 ° C., the second orifice 82 is assumed to be ranked first as shown by the solid line in FIG. 4 before the response test is executed. When the first orifice 81 is ranked first because the result of the response test as shown in FIG. 5 is obtained, the range in which the first orifice 81 is used is 20 ° C. as shown by the chain line in FIG. The numerical value table is updated with correction to be widened.

またステップＳ３でオーバーシュート高さが許容範囲を超えると判断したときには、ステップＳ６に進んで第１〜第３オリフィス８１〜８３のうち順位２位のオリフィスを選択する。ステップＳ７では、順位が２位とされたオリフィスでのオーバーシュート高さが許容範囲内にあるか否か確認し、許容範囲内であると判断したときにはステップＳ８で順位２位のオリフィスを選択し、許容範囲内であると判断したときにはステップＳ９で順位３位のオリフィスを選択する。   If it is determined in step S3 that the overshoot height exceeds the allowable range, the process proceeds to step S6 to select the second highest-order orifice among the first to third orifices 81-83. In step S7, it is confirmed whether or not the overshoot height at the orifice ranked second is within the allowable range. If it is determined that it is within the allowable range, the second-ranked orifice is selected in step S8. If it is determined that the value is within the allowable range, the third-ranked orifice is selected in step S9.

すなわち制御ユニット８８は、応答テスト状態での作動待機中の油圧クラッチ５８，５９に連なる油圧供給ライン７５Ａ，７５Ｂでの作動油状態検知手段８０Ａ，８０Ｂの検知結果に基づいて、流量調整手段７９Ａ，７９Ｂの作動状態を定めることになり、しかも応答テスト状態では、流量調整手段７９Ａ，７９Ｂの複数の作動状態毎に油圧が設定圧に達するまでの時間および設定圧からのオーバーシュート高さに基づいて、流量調整手段７９Ａ，７９Ｂの作動状態を定めることになる。   That is, the control unit 88 determines the flow rate adjusting means 79A, based on the detection results of the hydraulic oil state detection means 80A, 80B in the hydraulic pressure supply lines 75A, 75B connected to the hydraulic clutches 58, 59 waiting for operation in the response test state. 79B, and in the response test state, based on the time until the hydraulic pressure reaches the set pressure and the overshoot height from the set pressure for each of the plurality of operating states of the flow rate adjusting means 79A, 79B. The operating state of the flow rate adjusting means 79A, 79B is determined.

さらに制御ユニット８８は、応答テスト状態で、作動待機中の油圧クラッチ５８，５９に該油圧クラッチ５８，５９が作動状態となる油圧未満の油圧を作用しめるようにして前記流量調整手段７９Ａ，７９Ｂの作動状態を定めるたびに、流量調整手段７９Ａ，７９Ｂの作動状態すなわち第１〜第３オリフィス８１〜８３の選択状態との相関関係を表す数値テーブルを更新することになる。   Further, in the response test state, the control unit 88 applies the hydraulic pressure lower than the hydraulic pressure at which the hydraulic clutches 58 and 59 are in an operating state to the hydraulic clutches 58 and 59 that are waiting for operation. Each time the operating state is determined, a numerical table representing the correlation with the operating state of the flow rate adjusting means 79A and 79B, that is, the selected state of the first to third orifices 81 to 83 is updated.

次にこの実施の形態の作用について説明すると、第１および第２油圧クラッチ５８，５９と、第１および第２油圧クラッチ５８，５９に共通なオイルポンプ７４との間を結ぶ油圧供給ライン７５Ａ，７５Ｂ毎に、第１および第２油圧クラッチ５８，５９の一方を作動待機状態としたときに他方を作動状態とすることを可能として第１および第２油圧クラッチ５８，５９の作動を独立に制御する油圧制御弁７８Ａ，７８Ｂと、前記油圧供給ライン７５Ａ，７５Ｂを流れる作動油の流量を調整可能な流量調整手段７９Ａ，７９Ｂと、前記作動油の状態を検知する作動油状態検知手段８０Ａ，８０Ｂとがそれぞれ設けられ、前記油圧制御弁７８Ａ，７８Ｂおよび前記流量調整手段７９Ａ，７９Ｂの作動を制御可能な制御ユニット８８が、両油圧供給ライン７５Ａ，７５Ｂのうち作動待機中の油圧クラッチに連なる油圧供給ラインでの前記作動油状態検知手段の検出値に基づいて第１および第２油圧クラッチ５８，５９のうち作動状態にある油圧クラッチに連なる油圧供給ラインの前記流量調整手段の作動を制御するので、作動中である油圧クラッチへの作動油の流量調整を、作動待機中である油圧クラッチ側の変動しない作動油状態に応じて行うようにして、油圧クラッチの作動中に作動油の特性変化に応じた作動油圧の制御に活かすことができる。   Next, the operation of this embodiment will be described. The hydraulic supply lines 75A, which connect the first and second hydraulic clutches 58, 59 and the oil pump 74 common to the first and second hydraulic clutches 58, 59, Every 75B, when one of the first and second hydraulic clutches 58 and 59 is in the operation standby state, the other can be set in the operation state, and the operation of the first and second hydraulic clutches 58 and 59 is independently controlled. Hydraulic control valves 78A and 78B for controlling, flow rate adjusting means 79A and 79B capable of adjusting the flow rate of hydraulic oil flowing through the hydraulic pressure supply lines 75A and 75B, and hydraulic oil state detecting means 80A and 80B for detecting the state of the hydraulic oil. And a control unit 88 capable of controlling the operation of the hydraulic control valves 78A and 78B and the flow rate adjusting means 79A and 79B. Of the first and second hydraulic clutches 58 and 59, the hydraulic clutch in the operating state is selected based on the detected value of the hydraulic oil state detecting means in the hydraulic pressure supply line connected to the hydraulic clutch that is waiting for operation among the in 75A and 75B. Since the operation of the flow rate adjusting means of the continuous hydraulic supply line is controlled, the flow rate of the operating oil to the operating hydraulic clutch is adjusted in accordance with the non-fluctuating operating oil state on the side of the operating hydraulic clutch. Thus, it can be utilized for controlling the hydraulic pressure in accordance with the change in characteristics of the hydraulic oil during the operation of the hydraulic clutch.

また作動油状態検知手段８０Ａ，８０Ｂが、作動油の温度を検出する温度センサ８５と、作動油の圧力を検出する油圧センサ８６とをそれぞれ備えるものであるので、作動油の温度および圧力による作動油の状態を判断することができる。   Further, since the hydraulic oil state detection means 80A and 80B are respectively provided with a temperature sensor 85 for detecting the temperature of the hydraulic oil and a hydraulic sensor 86 for detecting the pressure of the hydraulic oil, the operation based on the temperature and pressure of the hydraulic oil is performed. The state of the oil can be determined.

また制御ユニット８８は、作動油の温度と、流量調整手段７９Ａ，７９Ｂの作動状態との相関関係を表す数値テーブルを有し、作動待機中の油圧クラッチに連なる油圧供給ラインでの前記作動油状態検知手段によって検出された前記作動油の温度に基づいて前記数値テーブルから前記流量調整手段７９Ａ，７９Ｂの作動状態を定めるので、流量調整手段７９Ａ，７９Ｂの作動状態を容易に定めることができる。   Further, the control unit 88 has a numerical table showing the correlation between the temperature of the hydraulic oil and the operating state of the flow rate adjusting means 79A, 79B, and the hydraulic oil state in the hydraulic supply line connected to the hydraulic clutch that is waiting for operation. Since the operating state of the flow rate adjusting means 79A, 79B is determined from the numerical table based on the temperature of the hydraulic oil detected by the detecting means, the operating state of the flow rate adjusting means 79A, 79B can be easily determined.

また制御ユニット８８は、作動待機中の油圧クラッチに該油圧クラッチが作動状態となる油圧未満の油圧を作用しめるようにした応答テスト状態での作動待機中の油圧クラッチに連なる油圧供給ラインでの作動油状態検知手段の検知結果に基づいて、前記流量調整手段７９Ａ，７９Ｂの作動状態を定めるようにしているので、作動油の特性変化に速やかに適合した制御を行うことができる。   Further, the control unit 88 operates in a hydraulic supply line connected to the hydraulic clutch that is waiting for operation in a response test state in which a hydraulic pressure lower than the hydraulic pressure at which the hydraulic clutch becomes active is applied to the hydraulic clutch that is waiting for operation. Since the operating states of the flow rate adjusting means 79A and 79B are determined based on the detection result of the oil state detecting means, it is possible to perform control that is promptly adapted to changes in the characteristics of the operating oil.

また流量調整手段７９Ａ，７９Ｂが作動油の流量を段階的に変化させる複数の作動状態を切換可能に構成され、前記制御ユニット８８が、前記応答テスト状態で、前記流量調整手段７９Ａ，７９Ｂの複数の作動状態毎に油圧が設定圧に達するまでの時間および前記設定圧からのオーバーシュート高さに基づいて、流量調整手段７９Ａ，７９Ｂの作動状態を定めるので、作動油の状態に応じて乱れの少ない最適の応答性を有するように流量調整手段７９Ａ，７９Ｂの作動状態を定めることができる。   Further, the flow rate adjusting means 79A, 79B are configured to be able to switch between a plurality of operating states for changing the flow rate of the hydraulic oil stepwise, and the control unit 88 is configured to switch the flow rate adjusting means 79A, 79B to a plurality of the flow rate adjusting means 79A, 79B. Since the operating state of the flow rate adjusting means 79A, 79B is determined based on the time until the hydraulic pressure reaches the set pressure and the overshoot height from the set pressure for each operating state of The operating states of the flow rate adjusting means 79A and 79B can be determined so as to have a small optimal response.

また制御ユニット８８が、前記応答テスト状態で、作動待機中の油圧クラッチに該油圧クラッチが作動状態となる油圧未満の油圧を作用しめるようにして流量調整手段７９Ａ，７９Ｂの作動状態を定める毎に数値データを更新するので、作動油の温度と、流量調整手段の作動状態との相関関係を表す数値テーブルを、作動油の最新の状態に適合した最適なものとすることができる。   Further, every time the control unit 88 determines the operating state of the flow rate adjusting means 79A and 79B so that the hydraulic clutch that is in the standby state of operation is operated with a hydraulic pressure lower than the hydraulic pressure at which the hydraulic clutch is operating in the response test state. Since the numerical data is updated, the numerical table indicating the correlation between the temperature of the hydraulic oil and the operating state of the flow rate adjusting means can be optimized to match the latest state of the hydraulic oil.

さらにエンジンの潤滑油を前記作動油として用いる車両に適用されることにより、特に作動油の劣化が生じ易いエンジンの油圧クラッチ制御に有効に利用することができる。   Furthermore, by being applied to a vehicle that uses engine lubricating oil as the hydraulic oil, it can be effectively used for hydraulic clutch control of the engine, which is particularly likely to cause deterioration of the hydraulic oil.

以上、本発明の実施の形態について説明したが、本発明は上記実施の形態に限定されるものではなく、特許請求の範囲に記載された本発明を逸脱することなく種々の設計変更を行うことが可能である。   Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.

５８，５９・・・油圧クラッチ
７４・・・油圧源であるオイルポンプ
７５Ａ，７５Ｂ・・・油圧供給ライン
７８Ａ，７８Ｂ・・・油圧制御弁
７９Ａ，７９Ｂ・・・流量調整手段
８０Ａ，８０Ｂ・・・作動油状態検知手段
８５・・・温度センサ
８６・・・油圧センサ
８８・・・制御ユニット 58, 59... Hydraulic clutch 74... Oil pumps 75A and 75B as hydraulic sources. Hydraulic supply lines 78A and 78B... Hydraulic control valves 79A and 79B. Hydraulic oil state detection means 85 ... temperature sensor 86 ... hydraulic sensor 88 ... control unit

Claims (7)

油圧源（７４）から油圧クラッチ（５８，５９）に供給される作動油の流量を作動油の状態に応じて調節可能とした油圧クラッチ制御装置において、複数の油圧クラッチ（５８，５９）と、それらの油圧クラッチ（５８，５９）に共通な油圧源（７４）との間を結ぶ複数の油圧供給ライン（７５Ａ，７５Ｂ）毎に、複数の前記油圧クラッチ（５８，５９）の一部を作動待機状態としたときに他の油圧クラッチ（５８，５９）を作動状態とすることを可能として各油圧クラッチ（５８，５９）の作動を独立に制御する油圧制御弁（７８Ａ，７８Ｂ）と、前記油圧供給ライン（７５Ａ，７５Ｂ）を流れる作動油の流量を調整可能な流量調整手段（７９Ａ，７９Ｂ）と、前記作動油の状態を検知する作動油状態検知手段（８０Ａ，８０Ｂ）とがそれぞれ設けられ、前記油圧制御弁（７８Ａ，７８Ｂ）および前記流量調整手段（７９Ａ，７９Ｂ）の作動を制御可能な制御ユニット（８８）が、複数の前記油圧供給ライン（７５Ａ，７５Ｂ）のうち作動待機中の油圧クラッチに連なる油圧供給ラインでの前記作動油状態検知手段の検出値に基づいて作動状態にある油圧クラッチに連なる油圧供給ラインの前記流量調整手段の作動を制御することを特徴とする油圧クラッチ制御装置。   In the hydraulic clutch control device capable of adjusting the flow rate of the hydraulic oil supplied from the hydraulic source (74) to the hydraulic clutch (58, 59) according to the state of the hydraulic oil, a plurality of hydraulic clutches (58, 59); A part of the plurality of hydraulic clutches (58, 59) is operated for each of a plurality of hydraulic supply lines (75A, 75B) connecting the hydraulic source (74) common to the hydraulic clutches (58, 59). The hydraulic control valves (78A, 78B) for independently controlling the operation of the hydraulic clutches (58, 59) by enabling the other hydraulic clutches (58, 59) to be in an activated state when in a standby state; Flow rate adjusting means (79A, 79B) capable of adjusting the flow rate of the hydraulic oil flowing through the hydraulic pressure supply lines (75A, 75B) and hydraulic oil state detecting means (80A, 80B) for detecting the state of the hydraulic oil A control unit (88) that is provided and can control the operations of the hydraulic control valves (78A, 78B) and the flow rate adjusting means (79A, 79B) operates among the hydraulic supply lines (75A, 75B). The operation of the flow rate adjusting means of the hydraulic pressure supply line connected to the hydraulic clutch in the operating state is controlled based on a detection value of the hydraulic oil state detection means in the hydraulic pressure supply line connected to the hydraulic clutch in standby. Hydraulic clutch control device. 前記作動油状態検知手段（８０Ａ，８０Ｂ）が、前記作動油の温度を検出する温度センサ（８５）と、前記作動油の圧力を検出する油圧センサ（８６）とを備えることを特徴とする請求項１記載の油圧クラッチ制御装置。   The hydraulic oil state detection means (80A, 80B) includes a temperature sensor (85) for detecting the temperature of the hydraulic oil and a hydraulic sensor (86) for detecting the pressure of the hydraulic oil. Item 2. The hydraulic clutch control device according to Item 1. 前記制御ユニット（８８）は、前記作動油の温度と、前記流量調整手段（７９Ａ，７９Ｂ）の作動状態との相関関係を表す数値テーブルを有し、前記作動待機中の油圧クラッチに連なる油圧供給ラインでの前記作動油状態検知手段によって検出された前記作動油の温度に基づいて前記数値テーブルから前記流量調整手段（７９Ａ，７９Ｂ）の作動状態を定めることを特徴とする請求項２記載の油圧クラッチ制御装置。   The control unit (88) has a numerical table showing a correlation between the temperature of the hydraulic oil and the operating state of the flow rate adjusting means (79A, 79B), and supplies hydraulic pressure to the hydraulic clutch that is waiting for operation. 3. The hydraulic pressure according to claim 2, wherein an operating state of the flow rate adjusting means (79A, 79B) is determined from the numerical value table based on a temperature of the hydraulic oil detected by the hydraulic oil state detecting means in a line. Clutch control device. 前記制御ユニット（８８）が、作動待機中の油圧クラッチに該油圧クラッチが作動状態となる油圧未満の油圧を作用しめるようにした応答テスト状態での前記作動待機中の油圧クラッチに連なる油圧供給ラインでの作動油状態検知手段の検知結果に基づいて、前記流量調整手段（７９Ａ，７９Ｂ）の作動状態を定めることを特徴とする請求項３記載の油圧クラッチ制御装置。   The control unit (88) is configured to apply a hydraulic pressure lower than the hydraulic pressure at which the hydraulic clutch is activated to the hydraulic clutch that is in the operational standby state. 4. The hydraulic clutch control device according to claim 3, wherein an operating state of the flow rate adjusting means (79A, 79B) is determined based on a detection result of the hydraulic oil state detecting means. 前記流量調整手段（７９Ａ，７９Ｂ）が作動油の流量を段階的に変化させる複数の作動状態を切換可能に構成され、前記制御ユニット（８８）が、前記応答テスト状態で、前記流量調整手段（７９Ａ，７９Ｂ）の複数の作動状態毎に油圧が設定圧に達するまでの時間および前記設定圧からのオーバーシュート高さに基づいて、前記流量調整手段（７９Ａ，７９Ｂ）の作動状態を定めることを特徴とする請求項４記載の油圧クラッチ制御装置。   The flow rate adjusting means (79A, 79B) is configured to be able to switch between a plurality of operating states that change the flow rate of the hydraulic oil stepwise, and the control unit (88) is configured to switch the flow rate adjusting means ( 79A, 79B) determining the operating state of the flow rate adjusting means (79A, 79B) based on the time until the hydraulic pressure reaches the set pressure and the overshoot height from the set pressure for each of the plurality of operating states of 79A, 79B). 5. The hydraulic clutch control device according to claim 4, wherein 前記制御ユニット（８８）が、前記応答テスト状態で、作動待機中の油圧クラッチに該油圧クラッチが作動状態となる油圧未満の油圧を作用しめるようにして前記流量調整手段（７９Ａ，７９Ｂ）の作動状態を定めるたびに前記数値データを更新することを特徴とする請求項５記載の油圧クラッチ制御装置。   In the response test state, the control unit (88) operates the flow rate adjusting means (79A, 79B) such that a hydraulic pressure lower than the hydraulic pressure at which the hydraulic clutch is activated is applied to the hydraulic clutch waiting for operation. 6. The hydraulic clutch control device according to claim 5, wherein the numerical data is updated every time a state is determined. エンジンの潤滑油を前記作動油として用いる車両に適用されることを特徴とする請求項１〜６のいずれかに記載の油圧クラッチ制御装置。   The hydraulic clutch control device according to claim 1, wherein the hydraulic clutch control device is applied to a vehicle using engine lubricating oil as the hydraulic oil.
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