CN103827552B - double-clutch automatic transmission - Google Patents
double-clutch automatic transmission Download PDFInfo
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- CN103827552B CN103827552B CN201280046694.1A CN201280046694A CN103827552B CN 103827552 B CN103827552 B CN 103827552B CN 201280046694 A CN201280046694 A CN 201280046694A CN 103827552 B CN103827552 B CN 103827552B
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- input shaft
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- speed probe
- clutch
- speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1244—Keeping the current state
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
- F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
- F16H2061/1284—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a sensor
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The present invention relates to double-clutch automatic transmission.When a side of 2 speed probes breaks down, the output of normal the opposing party's speed probe can be utilized to calculate the rotating speed of the input shaft of the sensor side broken down, so possess: the abnormity detection portion S100, the S102 that detect the exception of the 1st input shaft speed probe 91 and the 2nd input shaft speed probe 92; Gear change control device 23, if detected the exception of any one party of the 1st input shaft speed probe and the 2nd input shaft speed probe by abnormity detection portion, then this gear change control device controls gearshift mechanism and sets up to make one of one of odd number gear and even number gear simultaneously in vehicle stops, and controls switching for not carrying out gear and by means of only one of odd number gear and a traveling of even number gear in vehicle travels; And speed calculation unit S110, it is under the state simultaneously set up making of odd number gear and even number gear, and the detection based on normal input shaft speed probe exports and calculates the rotating speed with the 1st input shaft or the 2nd input shaft that are detected abnormal input shaft speed probe respective side.
Description
Technical field
The present invention relates to when a side of 2 input shaft speed probes there occurs fault etc., normal speed probe can be used, calculate the double-clutch automatic transmission of the rotating speed of the input shaft of the sensor side that there occurs fault.
Background technique
A kind of existence of transmission for vehicle possesses the double-clutch automatic transmission as lower part, namely, has the double clutch of 2 clutches, 2 input shafts be connected with these clutches, carries out speed change carry out speed change to the 2nd gearshift mechanism making even number gear set up to the 1st gearshift mechanism making odd number gear set up and to the rotary driving force being delivered to the opposing party's input shaft to the rotary driving force being delivered to side's input shaft.Described automatic transmission exists by utilizing 2 clutch operating engagings to switch, and can not interrupt carrying out the such advantage of variable speed operation to make torque.As this double-clutch automatic transmission, such as, speed changer described in known patent document 1.
Patent documentation 1: Japanese Unexamined Patent Publication 2010-196745 publication
But, in double-clutch automatic transmission, be provided with 2 speed probes of the rotating speed of detection 2 input shafts, if the rotating speed of motor becomes equal with the rotating speed of input shaft when speed change, then engaging carried out to side's clutch and control.Therefore, even if if one that detects the speed probe of the rotating speed of input shaft is broken down, then can not speed Control be carried out, cannot travel.
Summary of the invention
The present invention completes in view of above-mentioned problem points in the past, when its object is to provide an a kind of side at 2 speed probes to there occurs fault etc., the detection of normal the opposing party's speed probe can be utilized to export, calculate the double-clutch automatic transmission of the rotating speed of the input shaft of the sensor side that there occurs fault.
In order to solve above-mentioned problem, the feature of the invention involved by technological scheme 1 is to possess: the 1st input shaft of concentric arrangement and the 2nd input shaft; Double clutch, it has the 1st clutch rotary driving force of prime mover being passed to above-mentioned 1st input shaft and the 2nd clutch above-mentioned rotary driving force being passed to above-mentioned 2nd input shaft; 2nd input shaft speed probe of the 1st input shaft speed probe detecting the rotating speed of above-mentioned 1st input shaft and the rotating speed detecting above-mentioned 2nd input shaft; Speed change is carried out to the above-mentioned rotary driving force being delivered to above-mentioned 1st input shaft and carries out speed change to the 2nd gearshift mechanism making even number gear set up to the 1st gearshift mechanism making odd number gear set up with to the above-mentioned rotary driving force being delivered to above-mentioned 2nd input shaft; Abnormity detection portion, it detects the exception of above-mentioned 1st input shaft speed probe and above-mentioned 2nd input shaft speed probe; Gear change control device, if detected the exception of any one party of above-mentioned 1st input shaft speed probe and above-mentioned 2nd input shaft speed probe by above-mentioned abnormity detection portion, then this gear change control device controls above-mentioned gearshift mechanism and sets up with one of above-mentioned even number gear to make one of above-mentioned odd number gear simultaneously in the stopping of vehicle, controls switching for not carrying out gear and by means of only one of above-mentioned odd number gear or a traveling of above-mentioned even number gear in the traveling of vehicle; And speed calculation unit, it is under the state simultaneously set up being made of above-mentioned odd number gear and above-mentioned even number gear by above-mentioned gear change control device, and the normal detection based on above-mentioned input shaft speed probe exports and calculates above-mentioned 1st input shaft of the side corresponding with being detected abnormal above-mentioned input shaft speed probe or the rotating speed of above-mentioned 2nd input shaft.
The feature of the invention involved by technological scheme 2 is, in technological scheme 1, the above-mentioned odd number gear simultaneously set up when the abnormality detection of above-mentioned input shaft speed probe is 1 grade, and above-mentioned even number gear is 2 grades.
The feature of the invention involved by technological scheme 3 is, in technological scheme 1 or 2, above-mentioned 1st input shaft speed probe detects the rotation of the actuation gear be arranged on above-mentioned 1st input shaft, and above-mentioned 2nd input shaft speed probe detects the rotation of the actuation gear be arranged on above-mentioned 2nd input shaft.
According to the invention involved by technological scheme 1, possess: possess abnormity detection portion, it detects the exception of the 1st input shaft speed probe and the 2nd input shaft speed probe; Gear change control device, if detect the exception of any one party of the 1st input shaft speed probe and the 2nd input shaft speed probe, then this gear change control device controls gearshift mechanism and sets up to make one of one of odd number gear and even number gear simultaneously in the stopping of vehicle, controls switching for not carrying out gear and by means of only one of odd number gear or a traveling of even number gear in the traveling of vehicle; And speed calculation unit, it is under the state simultaneously set up making of odd number gear and even number gear, and the normal detection based on input shaft speed probe exports and calculates the 1st input shaft of the side corresponding with being detected abnormal input shaft speed probe or the rotating speed of the 2nd input shaft.
According to this formation, even if when the exception because of input shaft speed probe produces and cannot carry out the detection of the rotating speed of a side of the 1st and the 2nd input shaft, the detection of normal input shaft speed probe can be used to export, calculate the rotating speed of the input shaft of the side corresponding with there is abnormal input shaft speed probe, thus fault etc. because of input shaft speed probe can be avoided and cannot speed change, traveling situation.
And, set up to make one of one of odd number gear and even number gear owing to controlling gearshift mechanism in the stopping of vehicle simultaneously, switching for not carrying out gear is controlled and by means of only one of odd number gear or a traveling of even number gear in the traveling of vehicle, even if so any one input shaft speed probe breaks down, also speed-change and gearshift can be carried out without barrier, further, with of even number gear, vehicle can be travelled by of odd number gear of setting up simultaneously.
According to the invention involved by technological scheme 2, the odd number gear simultaneously set up when the abnormality detection of input shaft speed probe is 1 grade, even number gear is 2 grades, so whether produce regardless of the exception of input shaft speed probe, can both reliably make vehicle keep out of the way the place travelled to safety.
According to the invention involved by technological scheme 3,1st input shaft speed probe detects the rotation of the actuation gear be arranged on the 1st input shaft, 2nd input shaft speed probe detects the rotation of the actuation gear be arranged on the 2nd input shaft, so based on the gear ratio of the driven gear engaged with these actuation gears, the rotating speed of input shaft can be calculated simply.
Accompanying drawing explanation
Fig. 1 is the figure of the vehicle representing the double-clutch automatic transmission carried involved by embodiments of the present invention.
Fig. 2 is the frame diagram of the unitary construction that the double-clutch automatic transmission representing embodiments of the present invention is shown.
Fig. 3 is the figure of time diagram when representing speed change.
Fig. 4 is the figure of the flow chart representing speed Control.
Embodiment
Below, based on accompanying drawing, the double-clutch automatic transmission involved by embodiments of the present invention is described.Fig. 1 is the block diagram of the formation of the part that the vehicle can applying double-clutch automatic transmission 10 is shown.Vehicle shown in Fig. 1 is that FF(front engine, front drives) vehicle of type, it possess as prime mover an example by the burning of gasoline driven motor 11, double-clutch automatic transmission 10, differential motion (differential mechanism) 13, control the ECU(EngineControlUnit of the work of motor 11: control unit of engine) 14, live axle 15a, 15b, driving wheel 16a, 16b(front-wheel) and not shown follower (trailing wheel).
Double-clutch automatic transmission 10 is provided in the power transfer path between motor 11 and differential motion 13.As shown in Figure 2, double clutch 20 has the rotary actuation transmission of torque exported from motor 11 to the 1st clutch 21 of the 1st input shaft 31 and the 2nd clutch 22 passing to the 2nd input shaft 32.
In order to detect the rotating speed Ne of motor 11, be closely provided with engine rotation speed sensor 90 with the output shaft (bent axle) of motor 11.In addition, the 2nd input shaft speed probe 92 of the 1st input shaft speed probe 91 being provided with the rotating speed N1 of detection the 1st input shaft 31 and the rotating speed N2 detecting the 2nd input shaft 32.Further, the wheel speed sensor 93,94 being provided with the rotational speed detecting driving wheel 16a, 16b and the accelerator open degree sensor 95 detected as the accelerator open degree of the operation amount of gas pedal.Rotational speed based on driving wheel 16a, 16b of being detected by wheel speed sensor 93,94 detects the speed of a motor vehicle (car speed) V.
In addition, double-clutch automatic transmission 10 has the gear change control device 23 controlling the switching (speed-change and gearshift) of multiple gear segment and the switching of the 1st clutch 21 and the 2nd clutch 22.Below, gear change control device 23 is called TCU(TransmissionControlUnit: transmission control unit).
ECU14 obtains the various information from TCU23 and the engine speed Ne data from engine rotation speed sensor 90 and the accelerator open degree data from accelerator open degree sensor 95.And ECU14 controls accelerator open degree based on these information, or the fuel injection amount controlling sparger (not shown) controls engine speed Ne.TCU23 and ECU14 connects, and mutually exchanges information, while control clutch actuator 25,26 described later and speed change final controlling element 27, carry out the speed Control of double-clutch automatic transmission 10 by CAN communication and ECU14.
1st and the 2nd clutch 21,22 of double clutch 20 is made up of dry friction clutch.By using motor as driving source the 1st clutch actuator 25 to the 1st clutch 21 carry out engaging control, by using motor as driving source the 2nd clutch actuator 26 to the 2nd clutch 22 carry out engaging control.1st and the 2nd clutch actuator 25,26 has stroke sensor 25a, 26a of detecting the workload (path increment) of clutch actuator 25,26.The clutch torque of the 1st and the 2nd clutch 21,22 is controlled according to the workload of the 1st and the 2nd clutch actuator 25,26.1st and the 2nd clutch 21,22 is 0 clutch becoming dissengaged positions in the workload of clutch actuator 25,26, they have becomes semi-connection state along with workload increase and clutch torque is increased, and in the maximum value of workload, clutch torque becomes maximum characteristic.In addition, the 1st and the 2nd clutch 21,22 flat time be all remain dissengaged positions.
As shown in Figure 2, double-clutch automatic transmission 10 possesses advance 7 grades, retreats the train of gearings of 1 grade.Double-clutch automatic transmission 10 possesses: double clutch 20, the 1st input shaft 31 and the 2nd input shaft 32 and the 1st countershaft 35 and the 2nd countershaft 36.1st input shaft 31 is bar-shaped, and the 2nd input shaft 32 is tubular, and they are configured to can coaxial rotating.In the figure of the 1st input shaft 31, left side links with the 1st clutch 21 of double clutch 20, and in the figure of the 2nd input shaft 32, left side links with the 2nd clutch 22 of double clutch 20.1st input shaft 31 and the 2nd input shaft 32 transmitting torque independently, can rotate with different rotating speeds.1st countershaft 35 and the 1st input shaft 31 and the 2nd input shaft 32 are configured downside in the drawings concurrently, and the 2nd countershaft 36 is configured in the drawings concurrently with the 1st input shaft 31 and the 2nd input shaft 32.
Directly formed at the 1st input shaft 31 or be independently fixedly installed multiple 1 grade of actuation gear, 51,3 grades of actuation gears, 53,5 grades of actuation gears 55 as odd number gear actuation gear and 7 grades of actuation gears 57.Directly formed at the 2nd input shaft 32 or be independently fixedly installed multiple 2 grades of actuation gears 52 as even number gear actuation gear, 4-6 shelves actuation gear 54.
1st countershaft 35 is respectively arranged with 1 grade, 3 grades, 4 grades driven gears 61,63,64 in the mode that can dally, 1 grade of driven gear 61 engages with 1 grade of actuation gear 51,3 grades of driven gears 63 engage with 3 grades of actuation gears 53, and 4 grades of driven gears 64 engage with 4-6 shelves actuation gear 54.
2nd countershaft 36 is respectively arranged with 2 grades, 5 grades, 6 grades, 7 grades driven gears 62,65 in the mode that can dally, 66,67,2 grades of driven gears 62 engage with 2 grades of actuation gears 52,5 grades of driven gears 65 engage with 5 grades of actuation gears 55,6 grades of driven gears 66 engage with 4-6 shelves actuation gear 54, and 7 grades of driven gears 67 engage with 7 grades of actuation gears 57.
In addition, the 1st countershaft 35 is provided with backward gear 70 in the mode that can dally, engages with the small-diameter gear 62b of 2 grades of driven gears 62 when backward gear 70 is flat.
1st countershaft 35 and the 2nd countershaft 36 are provided with the 1st, the 2nd, the 3rd, the 4th gear shift clutch 71 ~ 74 with synchromesh function, and these gear shift clutches 71 ~ 74 are worked selectively by the speed change final controlling element 27 controlled by TCU23.
1st gear shift clutch 71 is arranged on the 1st countershaft 35, and is arranged between the synchromesh gear portion of 1 grade of driven gear 61 and the synchromesh gear portion of 3 grades of driven gears 63.Slid axially by the sleeve of the 1st gear shift clutch 71, the side being configured to 1 grade of driven gear 61 and 3 grades of driven gears 63 links in relative not revolvable mode with the 1st countershaft 35, becomes the neutral state do not linked with which driven gear 61,63 in neutral position.
2nd gear shift clutch 72 is arranged on the 1st countershaft 35, and is arranged between the synchromesh gear portion of 4 grades of driven gears 64 and the synchromesh gear portion of backward gear 70.Slid axially by the sleeve of the 2nd gear shift clutch 72, the side being configured to 4 grades of driven gears 64 and backward gear 70 links in relative not revolvable mode with the 1st countershaft 35, becomes the neutral state do not linked with which gear 64,70 in neutral position.
3rd gear shift clutch 73 is arranged on the 2nd countershaft 36, and is arranged between the synchromesh gear portion of 7 grades of driven gears 67 and the synchromesh gear portion of 5 grades of driven gears 65.Slid axially by the sleeve of the 3rd gear shift clutch 73, the side being configured to 7 grades of driven gears 67 and 5 grades of driven gears 65 links in relative not revolvable mode with the 2nd countershaft 36, becomes the neutral state do not linked with which driven gear 65,67 in neutral position.
4th gear shift clutch 74 is arranged on the 2nd countershaft 36, and is arranged between the synchromesh gear portion of 6 grades of driven gears 66 and the synchromesh gear portion of 2 grades of driven gears 62.Slid axially by the sleeve of the 4th gear shift clutch 74, the side being configured to 6 grades of driven gears 66 and 2 grades of driven gears 62 links in relative not revolvable mode with the 2nd countershaft 36, becomes the neutral state do not linked with which driven gear 62,66 in neutral position.
By the above-mentioned the 1st and the 3rd gear shift clutch 71,73, form and speed change is carried out to the 1st gearshift mechanism making odd number gear set up to the rotary driving force being delivered to the 1st input shaft 31, by the 2nd and the 4th gear shift clutch 72,74, form and speed change is carried out to the 2nd gearshift mechanism making even number gear set up to the rotary driving force being delivered to the 2nd input shaft 32.
Be fixed with final reduction drive gear 58 and final reduction drive gear 59 respectively at the 1st countershaft 35 and the 2nd countershaft 36, these final reduction drive gear 58,59 flat time be attached at differential motion 13(reference Fig. 1) axle 33 on reduction driven gear 80 engage.Thus, via final reduction drive gear 58 and final reduction drive gear 59, driving wheel 16a, 16b are driven.
As shown in Figure 2, the 1st input shaft speed probe 91 arranges in the mode close with the 3 grades of actuation gears 53 rotated integrally with the 1st input shaft 31, detects the rotating speed of 3 grades of actuation gears 53.2nd input shaft speed probe 92 arranges in the mode close with the 4-6 shelves actuation gear 54 rotated integrally with the 2nd input shaft 32, detects the rotating speed of 4-6 shelves actuation gear 54.
The rotating speed of the 1st and the 2nd input shaft 31,32 detected by the 1st and the 2nd input shaft speed probe 91,92 is monitored by TCU23 at ordinary times, and, if because broken string, short circuit etc. make the output signal of the 1st and the 2nd input shaft speed probe 91,92 become abnormal state, then carry out detecting sensor by abnormity detection portion described later abnormal.
Fig. 3 is the time diagram of the action of double-clutch automatic transmission 10 when schematically showing speed change.The time diagram of Fig. 3 is such as with by the 1st clutch 21, and under the state that vehicle travels with the gear of 3 grades, the example being 2 grades from 3 grades of down-shift and speed changes represents, horizontal axis representing time.
Namely, when from the down-shift and speed change of 3 grades to 2 grades, based on the speed Control instruction of exporting to speed change final controlling element 27 from TCU23, the sleeve of the 4th gear shift clutch 74 is moved to the left of Fig. 2, implements the gear-change operation that 2 grades of driven gears 62 and the 2nd countershaft 36 link.In this condition, by the power from driving wheel 16a, 16b, the 2nd clutch 22 of 2 grades of gear sides is driven in rotation with the rotating speed corresponding with the rotating speed of driving wheel 16a, 16b.
Under this state, if send the speed change sign on from 3 grades to 2 grades, then the 1st corresponding with the gear side of 3 grades clutch 21 is controlled by clutch actuator 25, is reduced by clutch torque and is controlled as half-clutch state.Even if this is because in speed change, also engine torque is passed to driving wheel 16a, 16b, maintain driving force.
By the minimizing of the clutch torque of the 1st clutch 21, the rotating speed of motor 11 is made to increase.Namely, the relation of engine torque Te and clutch torque Tc by formula " Te-Tc=Ie Δ Ne " (wherein, Ie is the inertia torque of motor 11, Δ Ne is by the engine speed pace of change after differential engine speed) represent, so made engine speed Ne change by the minimizing of clutch torque.
Such result, if the rotating speed Ne of the motor 11 detected by engine rotation speed sensor 90 is equal with the rotating speed N2 of the 2nd input shaft 32 detected by the 2nd input shaft speed probe 92, then the 2nd clutch 22 of 2 grades of gear sides is engaged controls, and the 1st clutch 21 being in 3 grades of gear sides of half-clutch state is completely severed.
Next, based on the flow chart of Fig. 4, the control program of the gear change control device 23 when breaking down to the 1st and the 2nd input shaft speed probe 91,92 is described.
In the step s 100, judge whether the 1st input shaft speed probe 91 there occurs fault, in step s 102, judge whether the 2nd input shaft speed probe 92 there occurs fault.When the differentiation result of step S100, S102 is all negative, move to step S104, implement common speed Control such shown in the time diagram of Fig. 3.
If in step S100 or step S102, determine the fault of any one input shaft speed probe 91,92, then move to step S106, and send abnormality warnings, driver is warned to the abnormal state created caused by the fault of input shaft speed probe 91,92.Next, in step S108, judge whether vehicle stops.In addition, the generation of abnormal state, except the fault of input shaft speed probe 91,92 itself, also comprises the broken string of signaling line or short circuit etc.
If in step S108, determine vehicle and stop, then make the sleeve of the 1st gear shift clutch 71 move to the right of Fig. 2, meanwhile, the sleeve of the 4th gear shift clutch 74 is moved to the left of Fig. 2.Thus, make 1 grade and 2 grades to set up, the 1st countershaft 35 linked with driving wheel 16a, 16b and the 2nd countershaft 36 link with the 1st clutch 21 and the 2nd clutch 22 that are all in dissengaged positions via the 1st input shaft 31 and the 2nd input shaft 32 simultaneously simultaneously.In this situation, under the vehicle stop state of vehicle, carry out speed-change and gearshift, even if so any one input shaft speed probe 91,92 breaks down, also speed-change and gearshift can be carried out without barrier.
In this condition, vehicle can only carry out the traveling of 1 grade or 2 grades, according to the accelerator open degree of the operation based on gas pedal, carries out engaging and controls, make vehicle with 1 grade or 2 grades of travelings to the 1st clutch 21 or the 2nd clutch 22.
In this situation, if such as suppose, the 1st input shaft speed probe 91 of the rotating speed of detection the 1st input shaft 31 breaks down, then can not go out the rotating speed of the 1st input shaft 31 by direct-detection.But by making 1 grade and 2 grades to set up simultaneously, such as, by the engaging of the 2nd clutch 22, the rotation of the 2nd input shaft 32 is passed to driving wheel 16a, 16b side via 2 grades of actuation gears, 52,2 grades of driven gears 62 and the 2nd countershaft 36, makes vehicle with 2 grades of travelings.In this situation, by the rotation from driving wheel 16a, 16b side, via the 1st countershaft 35,1 grade of driven gear 61 and 1 grade of actuation gear 51, the 1st input shaft 31 is rotated.
Now, if the number of teeth of 1 grade of actuation gear 51 is set to Z1, the number of teeth of 1 grade of driven gear 61 is set to Z2, the number of teeth of 2 grades of actuation gears 52 is set to Z3, the number of teeth of 2 grades of driven gears 62 is set to Z4, the rotating speed N1 of the 1st input shaft 31 that then can not detect because of the fault of the 1st input shaft speed probe 91, become " N1:N2=Z2/Z1:Z4/Z3 " with the relation of the rotating speed N2 of the 2nd input shaft 32 detected by the 2nd input shaft speed probe 92, thus, the rotating speed N1 of the 1st the input shaft 31 and rotating speed N2 of the 2nd input shaft 32 utilizes following (1), (2) formula is obtained.
(1)“N1＝(N2*Z2/Z1)/(Z4/Z3)”
(2)“N2＝(N1*Z4/Z3)/(Z2/Z1)”
Accordingly, when the 1st input shaft speed probe 91 there occurs fault, in step s 110, by to the rotating speed N2 computing 1 grade of speed change gear of the 2nd input shaft 32 detected by the 2nd input shaft speed probe 92 and the gear ratio of 2 grades of speed change gears, calculate the rotating speed N1 of the 1st input shaft 31.Certainly, when the 2nd input shaft speed probe 92 there occurs fault, the rotating speed N2 of the 2nd input shaft 32 can be calculated based on the rotating speed N1 of the 1st input shaft 31 detected by the 1st input shaft speed probe 91.
Next, in step S112, traveling is kept out of the way in instruction, makes vehicle utilize 1 grade or 2 grades, keeps out of the way the place travelled to safety.Namely, the 1st clutch 21 is being engaged, vehicle switches to the traveling of the gear of 2 grades from the state travelled with the gear of 1 grade, the clutch torque of the 1st clutch 21 of 1 grade of gear side is reduced, the rotating speed of motor 11 is made to increase, if the rotating speed Ne of the motor 11 detected by engine rotation speed sensor 90 is equal with the rotating speed N2 of the 2nd input shaft 32 detected by normal 2nd input shaft speed probe 92, then carry out engaging to the 2nd clutch 22 of 2 grades of gear sides to control, and cutting-off controlling is carried out to the 1st clutch 21.
Otherwise, when switching to 1 grade from the state of 2 grades, the clutch torque of the 2nd clutch 22 of 2 grades of gear sides is reduced, the rotating speed of motor 11 is made to increase, if the rotating speed Ne of the motor 11 detected by engine rotation speed sensor 90 is equal with the rotating speed N1 of the 1st input shaft 31 that the rotating speed N2 based on the 2nd input shaft 32 detected by normal 2nd input shaft speed probe 92 calculates, then carry out engaging to the 1st clutch 21 to control, and cutting-off controlling is carried out to the 2nd clutch 22.
By above-mentioned step S100, S102, form the abnormity detection portion of the exception of detection the 1st input shaft speed probe 91 and the 2nd input shaft speed probe 92, by above-mentioned step S110, form and detect based on the normal of input shaft speed probe the speed calculation unit exporting and calculate the rotating speed of the input shaft of the side corresponding with being detected abnormal input shaft speed probe.
Thus, even if when any one party input shaft speed probe of the rotating speed of detection the 1st and the 2nd input shaft 31,32 there occurs fault, the 1st gear shift clutch 71 and the 4th gear shift clutch 74 is controlled in vehicle stops, 1 grade of gear and 2 grades of gears are set up simultaneously, thus the rotating speed detected by normal input shaft speed probe can be used, calculate the rotating speed that input shaft speed probe there occurs the input shaft of the side of fault.
In addition, travel with 1 grade of gear or 2 grades of gears by controlling the switching for not carrying out gear in vehicle traveling, even if make vehicle parking also can keep out of the way the safe place travelled to no problem, as in the past, the fault because of speed probe can be avoided can not to carry out speed change and make the situation that vehicle cannot travel.
In this situation, if consider to make vehicle start, be defined as 1 grade and 2 grades be suitable, but may not be limited to this, such as, also can be defined as 2 grades and 3 grades.
According to above-mentioned mode of execution, when any one party of the 1st and the 2nd input shaft speed probe 91,92 of the rotating speed of detection the 1st and the 2nd input shaft 31,32 there occurs fault, output based on normal input shaft speed probe calculates the rotation of the 1st input shaft or the 2nd input shaft detected by the input shaft speed probe that abnormal side occurs, thus can avoid caused by the detection because input shaft rotating speed can not be carried out cannot speed change, traveling situation.
In addition, in the above-described embodiment, be illustrated for the double-clutch automatic transmission 10 of the vehicle of applicable FF type, but drive when being applied to FR(front engine rear wheel) vehicle of type, such as, described in Japanese Unexamined Patent Publication 2011-144872 publication, also gear gear (5 grades of gears) and the 1st input shaft directly can be linked, or a part for gear shifting mechanism is configured on the 1st or the 2nd input shaft.
In addition, in the above-described embodiment, the example being provided with driven gear in the mode that can dally in the 1st and the 2nd countershaft 35,36 side is described, but also can be applied to the double-clutch automatic transmission that the gear being arranged on the 1st and the 2nd input shaft 31,32 side is dallied.
Above, embodiments of the present invention are illustrated, but the present invention is not limited to mode of execution, certainly can carries out various distortion in the scope not departing from the purport of the present invention described in claims.
Industrial utilizability
Double-clutch automatic transmission of the present invention is applicable to being used in the automatic transmission possessed the speed probe that the rotating speed of the 1st and the 2nd input shaft linked with the 1st and the 2nd clutch detects.
Symbol description
10 ... double-clutch automatic transmission, 11 ... prime mover (motor), 20 ... double clutch, 21 ... 1st clutch, 22 ... 2nd clutch, 23 ... gear change control device, 25, 26 ... clutch actuator, 31 ... 1st input shaft, 32 ... 2nd output shaft, 51, 53, 55, 57 ... odd number gear actuation gear, 52, 54 ... even number gear actuation gear, 61, 63, 65, 67 ... odd number gear driven gear, 62, 64, 66 ... even number gear driven gear, 71, 73 ... 1st gearshift mechanism, 72, 74 ... 2nd gearshift mechanism, 90 ... engine rotation speed sensor, 91 ... 1st input shaft speed probe, 92 ... 2nd input shaft speed probe, S100, S102 ... abnormity detection portion, S110 ... speed calculation unit.
Claims (3)
1. a double-clutch automatic transmission, possesses:
1st input shaft of concentric arrangement and the 2nd input shaft;
Double clutch, it has the 1st clutch rotary driving force of prime mover being passed to described 1st input shaft and the 2nd clutch described rotary driving force being passed to described 2nd input shaft;
2nd input shaft speed probe of the 1st input shaft speed probe detecting the rotating speed of described 1st input shaft and the rotating speed detecting described 2nd input shaft; And
Speed change is carried out to the described rotary driving force being delivered to described 1st input shaft and carries out speed change to the 2nd gearshift mechanism making even number gear set up to the 1st gearshift mechanism making odd number gear set up with to the described rotary driving force being delivered to described 2nd input shaft;
The feature of described double-clutch automatic transmission is to possess:
Abnormity detection portion, it detects the exception of described 1st input shaft speed probe and described 2nd input shaft speed probe;
Gear change control device, if detected the exception of any one party of described 1st input shaft speed probe and described 2nd input shaft speed probe by described abnormity detection portion, then this gear change control device controls described gearshift mechanism and sets up with one of described even number gear to make one of described odd number gear simultaneously in the stopping of vehicle, controls switching for not carrying out gear and by means of only one of described odd number gear or a traveling of described even number gear in the traveling of vehicle; And
Speed calculation unit, it is under the state simultaneously set up being made of described odd number gear and described even number gear by described gear change control device, and the normal detection based on described input shaft speed probe exports and calculates described 1st input shaft of the side corresponding with being detected abnormal described input shaft speed probe or the rotating speed of described 2nd input shaft.
2. double-clutch automatic transmission according to claim 1, is characterized in that,
The described odd number gear simultaneously set up when the abnormality detection of described input shaft speed probe is 1 grade, and described even number gear is 2 grades.
3. the double-clutch automatic transmission according to claims 1 or 2, is characterized in that,
Described 1st input shaft speed probe detects the rotation of the actuation gear be arranged on described 1st input shaft, and described 2nd input shaft speed probe detects the rotation of the actuation gear be arranged on described 2nd input shaft.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2011-220906 | 2011-10-05 | ||
| JP2011220906A JP5847521B2 (en) | 2011-10-05 | 2011-10-05 | Dual clutch automatic transmission |
| PCT/JP2012/075758 WO2013051640A1 (en) | 2011-10-05 | 2012-10-04 | Dual-clutch automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN103827552A CN103827552A (en) | 2014-05-28 |
| CN103827552B true CN103827552B (en) | 2016-01-20 |
Family
ID=48043793
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201280046694.1A Expired - Fee Related CN103827552B (en) | 2011-10-05 | 2012-10-04 | double-clutch automatic transmission |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP5847521B2 (en) |
| CN (1) | CN103827552B (en) |
| DE (1) | DE112012004159B4 (en) |
| WO (1) | WO2013051640A1 (en) |
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| KR20150044351A (en) | 2013-10-16 | 2015-04-24 | 현대자동차주식회사 | Dct control method in failure of wheel speed sensor |
| EP2883732B1 (en) * | 2013-12-11 | 2017-11-15 | Volvo Car Corporation | A dual-clutch seven speed transmission arrangement for a hybrid vehicle and method therefore |
| CN104089003B (en) * | 2014-06-24 | 2016-03-16 | 安徽江淮汽车股份有限公司 | A kind of double-clutch automatic gearbox limp-home controlling method |
| CN104832640B (en) * | 2014-07-29 | 2017-10-10 | 北汽福田汽车股份有限公司 | Vehicle shift control method, system under failure and the vehicle with it |
| CN104196994B (en) * | 2014-08-15 | 2016-05-11 | 安徽江淮汽车股份有限公司 | A kind of double-clutch automatic gearbox limp-home control method |
| EP3006243B1 (en) * | 2014-10-06 | 2019-01-30 | Volvo Car Corporation | dual clutch transmission, hybrid vehicle and method for controlling a hybrid vehicle |
| CN105179678B (en) * | 2015-08-20 | 2017-07-04 | 安徽江淮汽车集团股份有限公司 | A kind of double clutch automatic speed changing case sensor fault processing method and system |
| CN105465353B (en) * | 2015-12-16 | 2017-10-27 | 安徽江淮汽车集团股份有限公司 | A kind of control method of wet-type dual-clutch gearbox limp-home |
| KR101846672B1 (en) * | 2016-05-20 | 2018-04-09 | 현대자동차주식회사 | Control method for vehicle with dct |
| JP6576987B2 (en) * | 2017-08-10 | 2019-09-18 | 本田技研工業株式会社 | Hydraulic control device |
| KR102478120B1 (en) | 2018-02-21 | 2022-12-16 | 현대자동차주식회사 | Control method for vehicle with dct |
| CN111006011B (en) * | 2018-10-08 | 2021-11-19 | 海马汽车有限公司 | Transmission correction method and device and motor vehicle |
| IT201900017504A1 (en) * | 2019-09-30 | 2021-03-30 | Ferrari Spa | METHOD OF CONTROL OF A ROAD VEHICLE EQUIPPED WITH A POWER-ASSISTED TRANSMISSION WITH DOUBLE CLUTCH AND STOPPING WITH THE INTERNAL COMBUSTION ENGINE ON |
| CN111396514A (en) * | 2020-03-23 | 2020-07-10 | 东莞市固达机械制造有限公司 | Gearbox for large circular sawing machine |
| CN114962566A (en) * | 2022-06-20 | 2022-08-30 | 奇瑞商用车（安徽）有限公司 | Hybrid transmission case and vehicle |
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- 2012-10-04 WO PCT/JP2012/075758 patent/WO2013051640A1/en active Application Filing
- 2012-10-04 DE DE112012004159.3T patent/DE112012004159B4/en not_active Expired - Fee Related
- 2012-10-04 CN CN201280046694.1A patent/CN103827552B/en not_active Expired - Fee Related
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| CN101915303A (en) * | 2003-02-05 | 2010-12-15 | 日产自动车株式会社 | Multistage automatic transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| CN103827552A (en) | 2014-05-28 |
| DE112012004159T5 (en) | 2014-07-10 |
| JP5847521B2 (en) | 2016-01-20 |
| JP2013079702A (en) | 2013-05-02 |
| DE112012004159B4 (en) | 2019-01-10 |
| WO2013051640A1 (en) | 2013-04-11 |
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