JPS6374735A - Backup control method for continuously variable transmission - Google Patents
Backup control method for continuously variable transmissionInfo
- Publication number
- JPS6374735A JPS6374735A JP22014786A JP22014786A JPS6374735A JP S6374735 A JPS6374735 A JP S6374735A JP 22014786 A JP22014786 A JP 22014786A JP 22014786 A JP22014786 A JP 22014786A JP S6374735 A JPS6374735 A JP S6374735A
- Authority
- JP
- Japan
- Prior art keywords
- control
- continuously variable
- variable transmission
- sensor
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 62
- 238000000034 method Methods 0.000 title claims description 16
- 230000008859 change Effects 0.000 claims abstract description 17
- 238000010168 coupling process Methods 0.000 abstract description 22
- 238000005859 coupling reaction Methods 0.000 abstract description 22
- 230000008878 coupling Effects 0.000 abstract description 20
- 238000010586 diagram Methods 0.000 description 7
- 230000009467 reduction Effects 0.000 description 5
- 239000000843 powder Substances 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 239000003795 chemical substances by application Substances 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000001276 controlling effect Effects 0.000 description 2
- 230000009365 direct transmission Effects 0.000 description 2
- 238000003199 nucleic acid amplification method Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000003321 amplification Effects 0.000 description 1
- 238000009835 boiling Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 239000011347 resin Substances 0.000 description 1
- 229920005989 resin Polymers 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 230000002747 voluntary effect Effects 0.000 description 1
Classifications
-
- 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
-
- 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
Landscapes
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は無段変速機のバックアップ制御方法、特に発進
制御又は変速制御中の信号系の故障によるバックアンプ
方法に関するものである。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a backup control method for a continuously variable transmission, and more particularly to a backup amplifier method in response to a failure in a signal system during start control or shift control.
従来技術とその問題点
従来、電磁粉式クラッチや湿式多板クラッチ、あるいは
乾式クラッチなどのすべり式クラッチを発進クラッチと
して使用し、この発進クラッチとＶベルト式無段変速装
置などの無段変速装置とを直列に接続した無段変速機が
、例えば特開昭５９−６９５６３号公報にて公知である
。Conventional technology and its problems Conventionally, a slip clutch such as an electromagnetic powder clutch, a wet multi-disc clutch, or a dry clutch is used as a starting clutch, and this starting clutch is connected to a continuously variable transmission such as a V-belt continuously variable transmission. A continuously variable transmission in which these are connected in series is known, for example, from Japanese Patent Laid-Open No. 59-69563.
上記無段変速機の場合には、発進クラッチが無段変速装
置より上流側に設けられており、その発進制御および変
速制御に必要な信号は、エンジン回転数（イグニッショ
ンパルス）、スロットル開度（アクセルスイッチ）、車
速、シフトポジションなどである。特に回転数信号とし
ては、入力軸の回転数（エンジン回転数）と出力軸の回
転数（車速）の二つの信号が用いられている。In the case of the above continuously variable transmission, the starting clutch is provided upstream of the continuously variable transmission, and the signals necessary for starting control and gear change control are the engine rotation speed (ignition pulse), throttle opening ( (accelerator switch), vehicle speed, shift position, etc. In particular, two signals are used as the rotational speed signal: the rotational speed of the input shaft (engine rotational speed) and the rotational speed of the output shaft (vehicle speed).
ところが、例えば樹脂製Ｖベルトやゴム製Ｖベルトのよ
うに引張駆動方式のＶベルト式無段変速機の場合には、
走行中に急停止した時に無段変速装置が再発進可能な最
低速比に戻らない事態が生じることがあり、このように
最低速比以外の状態から発進しようとすると、エンジン
に大きな負荷が掛り、発進の円滑性が阻害されたりエン
ストを起こすおそれがある。そこで、無段変速装置の変
速比を常時確認するために、無段変速装置の入力回転数
、又は発進クラッチの出力回転数を検出するセンサを追
加し、常に円滑な発進を行うように制御することが好ま
しい。However, in the case of a V-belt continuously variable transmission that uses a tension drive system, such as a resin V-belt or a rubber V-belt,
When the vehicle comes to a sudden stop while driving, the continuously variable transmission may not return to the minimum speed ratio at which it can restart the vehicle, and attempting to start from a state other than the minimum speed ratio places a large load on the engine. , there is a risk that the smooth start of the vehicle will be hindered or the engine will stall. Therefore, in order to constantly check the gear ratio of the continuously variable transmission, a sensor that detects the input rotation speed of the continuously variable transmission or the output rotation speed of the starting clutch is added, and the system is controlled to always perform a smooth start. It is preferable.
このように３個の回転数センサを設けた場合、もし発進
過程においていずれかの回転数センサが故障し、あるい
はその送信用ハーネスが断線したりすると、その瞬間に
検出信号が断たれ、正常な発進制御が不可能となる。同
様なことは変速過程においてもいえ、いずれかの回転数
センサ又はその送信用ハーネスが故障すると、正常な変
速制御を続行できなくなる。If three rotation speed sensors are installed in this way, if one of the rotation speed sensors fails during the starting process or its transmission harness is disconnected, the detection signal will be cut off at that moment and the normal state will be interrupted. Start control becomes impossible. The same thing can be said in the gear shifting process; if any rotational speed sensor or its transmission harness fails, normal gear shifting control cannot be continued.
発明の目的
本発明はかかる問題点に鑑みてなされたもので、その目
的は、発進制御あるいは変速制御中において、３個の回
転数信号系のうち１個の信号系が故障した時、他の２個
の信号系で故障信号を補い、正常な発進制御又は変速制
御を続行できる無段変速機のバックアンプ制御方法を提
供することにある。Purpose of the Invention The present invention has been made in view of the above-mentioned problems.The purpose of the present invention is to prevent the failure of one of the three rotational speed signal systems during start control or shift control. It is an object of the present invention to provide a back amplifier control method for a continuously variable transmission that can compensate for a fault signal using two signal systems and continue normal start control or shift control.
発明の構成
上記目的を達成するために、本発明は、伝達トルクを外
部より制御できるすべり式発進クラッチと、無段変速を
行う無段変速装置とを動力伝達経路中に直列に接続した
無段変速機において、入力軸の回転数、出力軸の回転数
、発進クラッチの入、出力回転数、無段変速装置の入、
出力回転数のうち、相互の回転比が固定されていない独
立な３個の回転数を検出し、発進制御中に発進クラッチ
の入、出力側の一対の回転数を除く他の１個の回転数信
号系が故障した時、又は変速制御中に無段変速装置の入
、出力側の一対の回転数を除く他の１個の回転数信号系
が故障した時、この故障した信号を他の回転数信号で代
用し、発進制御又は変速制御を続行し得るようにしたも
のである。Structure of the Invention In order to achieve the above object, the present invention provides a continuously variable starting clutch that connects in series in a power transmission path a slip-type starting clutch that can control transmission torque from the outside and a continuously variable transmission that performs continuously variable speed. In a transmission, the rotation speed of the input shaft, the rotation speed of the output shaft, the engagement of the starting clutch, the output rotation speed, the engagement of the continuously variable transmission,
Of the output rotation speeds, three independent rotation speeds whose rotation ratios are not fixed are detected, and during start control, when the starting clutch is engaged, one rotation other than the pair of rotation speeds on the output side is detected. When a number signal system fails, or when one rotational speed signal system other than the pair of rotational speeds on the input and output sides of the continuously variable transmission fails during speed change control, this failed signal is transmitted to another The rotational speed signal is used as a substitute, and the start control or gear change control can be continued.
すなわち、３個の回転数センサのうち１個が故障しても
、一定の条件下で、他の２個のセンサによって発進制御
や変速制御を支障なく続行し得るようにバックアップす
るものである。That is, even if one of the three rotational speed sensors fails, under certain conditions, the other two sensors provide backup so that start control and gear change control can be continued without any problem.
実施例の説明
第１図は本発明にかかる無段変速機の一例である直結機
構付■ベルト式無段変速機を示し、エンジン１のクラン
ク軸２はダンパ機構３を介して入力軸４に接続されてい
る。入力軸４上には湿式多板クラッチからなる直結クラ
ッチ５と、回転自在な直結駆動ギヤ６とが設けられてお
り、直結クラッチ５は後述する直結制御弁４７によって
直結駆動時に直結駆動ギヤ６を入力軸４に対して連結す
るようになっている。入力軸４の端部には外歯ギヤ７が
固定されており、この外歯ギヤ７は無段変速装置１０の
駆動軸１）に固定された内歯ギヤ８と噛み合い、入力軸
４の動力を減速して駆動軸１）に伝達している。DESCRIPTION OF EMBODIMENTS FIG. 1 shows a belt-type continuously variable transmission with a direct coupling mechanism, which is an example of a continuously variable transmission according to the present invention. It is connected. A direct coupling clutch 5 consisting of a wet multi-disc clutch and a rotatable direct coupling drive gear 6 are provided on the input shaft 4, and the direct coupling clutch 5 controls the direct coupling drive gear 6 during direct coupling drive by a direct coupling control valve 47, which will be described later. It is connected to the input shaft 4. An external gear 7 is fixed to the end of the input shaft 4, and this external gear 7 meshes with an internal gear 8 fixed to the drive shaft 1) of the continuously variable transmission 10, so that the power of the input shaft 4 is is decelerated and transmitted to the drive shaft 1).
無段変速装置１０は駆動軸１）に設けた駆動側ブー１Ｊ
１２と、従動軸１３に設けた従動側プーリ１４と、両ブ
ーり間に巻き掛けたＶベルト１５とで構成されている。The continuously variable transmission 10 includes a drive-side boot 1J provided on the drive shaft 1).
12, a driven pulley 14 provided on the driven shaft 13, and a V-belt 15 wound between both the bobbins.
駆動側プーリ１２は固定シープ１２ａと可動シーブ１２
ｂとを有しており、可動シーブ１２ｂの背後にはトルク
カム装置１６と圧縮スプリング１７とが設けられている
。上記トルクカム装置１６は入力トルクに比例した推力
を発生し、圧縮スプリング１７はＶベルト１５が弛まな
いだけの初期推力を発生し、これら推力によりＶベルト
１５にトルク伝達に必要なベルト張力を付与している。The drive pulley 12 has a fixed sheave 12a and a movable sheave 12.
b, and a torque cam device 16 and a compression spring 17 are provided behind the movable sheave 12b. The torque cam device 16 generates a thrust proportional to the input torque, and the compression spring 17 generates an initial thrust sufficient to prevent the V-belt 15 from loosening, and these thrusts provide the V-belt 15 with belt tension necessary for torque transmission. ing.
一方、従動側ブー１月４も駆動側プーリ１２と同様に、
固定シーブ１４ａと可動シーブ１４ｂとを有しており、
可動シーブ１４ｂの背後には変速比制御用の油圧室１８
が設けられている。この油圧室１８への油圧は後述する
プーリ制御弁４３にて制御される。On the other hand, the driven side boolean 4 is also similar to the driving side pulley 12.
It has a fixed sheave 14a and a movable sheave 14b,
Behind the movable sheave 14b is a hydraulic chamber 18 for controlling the gear ratio.
is provided. The hydraulic pressure to this hydraulic chamber 18 is controlled by a pulley control valve 43, which will be described later.
従動軸１３の外周には中空軸１９が回転自在に支持され
ており、従動軸１３と中空軸１９とは湿式多板クラッチ
からなる発進クラッチ２０によって断続される。上記発
進クラッチ２０への油圧は後述する発進制御弁４５によ
って制御される。中空軸１９には前進用ギヤ２１と後進
用ギヤ２２とが回転自在に支持されており、前後進切換
用ドッグクラッチ２３によって前進用ギヤ２１又は後進
用ギヤ２２のいずれか一方を中空軸１９と連結するよう
になっている。後進用アイドラ軸２４には後進用ギヤ２
２に噛み合う後進用アイドラギヤ２５と、別の後進用ア
イドラギヤ２６とが固定されている。また、カウンタ軸
２７には上記前進用ギヤ２１と後進用アイドラギヤ２６
とに同時に噛み合うカウンタギヤ２８と、終減速ギヤ２
９とが固定されており、終減速ギヤ２９はディファレン
シャル装置３０のリングギヤ３１に噛み合い、動力を出
力軸３２に伝達している。A hollow shaft 19 is rotatably supported on the outer periphery of the driven shaft 13, and the driven shaft 13 and the hollow shaft 19 are connected and connected by a starting clutch 20 consisting of a wet multi-disc clutch. The hydraulic pressure applied to the starting clutch 20 is controlled by a starting control valve 45, which will be described later. A forward gear 21 and a reverse gear 22 are rotatably supported on the hollow shaft 19, and a forward/reverse switching dog clutch 23 connects either the forward gear 21 or the reverse gear 22 to the hollow shaft 19. It is designed to be connected. The reverse gear 2 is attached to the reverse idler shaft 24.
A reverse idler gear 25 meshing with the reverse idler gear 26 and another reverse idler gear 26 are fixed. Further, the counter shaft 27 is provided with the forward gear 21 and the reverse idler gear 26.
The counter gear 28 and the final reduction gear 2 are simultaneously engaged with the
9 is fixed, and the final reduction gear 29 meshes with the ring gear 31 of the differential device 30 to transmit power to the output shaft 32.
上記構造の無段変速機において、直結クラッチ５、直結
駆動ギヤ６、カウンタギヤ２８、終減速ギヤ２９、ディ
ファレンシャル装置３０は直結駆動経路を構成し、外歯
ギヤ７、内歯ギヤ８、無段変速装置１０、発進クラッチ
２０、前進用ギヤ２１、カウンタギヤ２８、終減速ギヤ
２９、ディファレンシャル装置３０は無段変速経路（前
進時）を構成している。そして、直結駆動経路における
入力軸４と出力軸３２間の直結伝達比ｉ。は、無段変速
経路における入力軸４と出力軸３２間の最高速比ｉ ＋
ａｉｎに比べてやや低速比側に設定されている。In the continuously variable transmission having the above structure, the direct coupling clutch 5, the direct coupling drive gear 6, the counter gear 28, the final reduction gear 29, and the differential device 30 constitute a direct coupling drive path, and the external gear 7, the internal gear 8, the continuously variable transmission The transmission 10, the starting clutch 20, the forward gear 21, the counter gear 28, the final reduction gear 29, and the differential device 30 constitute a continuously variable transmission path (at the time of forward movement). And the direct coupling transmission ratio i between the input shaft 4 and the output shaft 32 in the direct coupling drive path. is the maximum speed ratio i + between the input shaft 4 and the output shaft 32 in the continuously variable transmission path
It is set at a slightly lower speed ratio than ain.
調圧弁４０は油溜４１からオイルポンプ４２によって吐
出された油圧を調圧し、ライン圧としてプーリ制御弁４
３２発進制御弁４５及び直結制御弁４７に出力している
。ブーり制御弁４３１発進制御弁４５及び直結制御弁４
７はそれぞれソレノイド４４．４６．４８を有しており
、電子制御装置６０からソレノイドに入力される制御信
号によりライン圧を制御し、それぞれ従動側ブーＩＪ１
４の油圧室１８と発進クラッチ２０と直結クラッチ５と
に制御油圧を出力している。The pressure regulating valve 40 regulates the hydraulic pressure discharged from the oil reservoir 41 by the oil pump 42, and outputs it as line pressure to the pulley control valve 4.
32 is outputted to the start control valve 45 and the direct connection control valve 47. Boolean control valve 431 Start control valve 45 and direct connection control valve 4
7 has solenoids 44, 46, and 48, respectively, and the line pressure is controlled by a control signal inputted to the solenoids from the electronic control device 60.
Control hydraulic pressure is output to the hydraulic chamber 18 of No. 4, the starting clutch 20, and the direct coupling clutch 5.
上記制御弁４３．４５．４７の具体的構造は、例えば第
２図に示すようにスプール弁４９と電磁弁５０とを組合
せたものでもよく、あるいは第３図に示すようにボール
状弁体５１で入力ボート５２とドレンボート５３とを選
択的に開閉し、出力ボート５４の出力油圧を制御する３
ポ一ト式電磁弁単体で構成してもよい。いずれの場合も
、制御弁４３，４５．４７をデユーティ制御すれば、デ
ユーティ比に比例した制御油圧を出力できるので、無段
変速装置１０の変速制御、発進クラッチ２０の発進制御
、直結クラッチ５の直結制御を自在に行うことができる
。なお、直結クラッチ５は単なる断続制御のみであるか
ら、デユーティ制御を行う必要はなく、０Ｎ１０ＦＦ制
御のみでもよい。The specific structure of the control valves 43, 45, 47 may be, for example, a combination of a spool valve 49 and a solenoid valve 50 as shown in FIG. 2, or a ball-shaped valve body 51 as shown in FIG. 3 which selectively opens and closes the input boat 52 and the drain boat 53 and controls the output hydraulic pressure of the output boat 54.
It may be constructed with a single point type solenoid valve. In either case, if the control valves 43, 45. Direct connection control can be performed freely. Note that since the direct coupling clutch 5 only performs on-off control, there is no need to perform duty control, and only 0N10FF control may be used.
第４図は電子制御装置６０のブロック図を示し、図中、
６１はエンジン回転数（入力軸４の回転数）を検出する
センサ、６２は車速（出力軸３２の回転数）を検出する
センサ、６３は従動軸１３の回転数を検出するセンサ、
６４はＰ、Ｒ，Ｎ、Ｄ、Ｌの各シフト位置を検出するセ
ンサ、６５はスロットル開度を検出するセンサであり、
上記エンジン回転数センサ６１．車速センサ６２．従動
軸回転数センサ６３．シフト位置センサ６４の各信号は
入力インターフェース６６に入力され、スロットル開度
センサ６５の信号はＡ／Ｄ変換器６７でデジタル信号に
変換される。FIG. 4 shows a block diagram of the electronic control device 60, and in the figure,
61 is a sensor that detects the engine rotation speed (the rotation speed of the input shaft 4), 62 is a sensor that detects the vehicle speed (the rotation speed of the output shaft 32), 63 is a sensor that detects the rotation speed of the driven shaft 13,
64 is a sensor that detects each shift position of P, R, N, D, L, 65 is a sensor that detects the throttle opening,
The engine speed sensor 61. Vehicle speed sensor 62. Driven shaft rotation speed sensor 63. Each signal from the shift position sensor 64 is input to an input interface 66, and the signal from the throttle opening sensor 65 is converted into a digital signal by an A/D converter 67.
６日は中央演算処理装置（ＣＰＵ）、６９はプーリ制御
弁４３１発進制御弁４５および直結制御弁４７を制御す
るためのプログラムやデータが格納されたり−ドオンリ
メモリ （ＲＯＭ）、７０は各センサから送られた信号
やパラメータを一時的に格納するランダムアクセスメモ
リ （ＲＡＭ） 、７１は出力インターフェースであり
、これらＣＰ Ｕ６８、ＲＯＭ８９、ＲＡＭ７０、出力
インターフェース７１、上記入力インターフェース６６
、上記Ａ／Ｄ変換器６７はバス７２によって相互に連絡
されている。出力インターフェース７１の出力は出力ド
ライバフ３を介して上記プーリ制御用ソレノイド４罎２
４６および直結制御用ソレノイド４８にデユーティ制御
信号として出力されている。6 is a central processing unit (CPU), 69 is a memory (ROM) in which programs and data for controlling the pulley control valve 431, starting control valve 45 and direct connection control valve 47 are stored, and 70 is a memory sent from each sensor. Random access memory (RAM) 71 is an output interface for temporarily storing the input signals and parameters, and these CPU 68, ROM 89, RAM 70, output interface 71, and input interface 66
, the A/D converters 67 are interconnected by a bus 72. The output of the output interface 71 is output as a duty control signal to the pulley control solenoid 4246 and the direct connection control solenoid 48 via the output driver buffer 3.
第５図は電子制御装置６０内に設定された発進特性の一
例を示し、円滑な発進性が得られるように入力回転数の
二乗にほぼ比例した特性を有している。なお、第５図の
縦軸はクラッチ油圧に代えて伝達トルクとしてもよく、
また発進制御弁４５を第２図又は第３図のように構成し
た場合には、クラッチ油圧とデユーティ比とが比例する
ので、縦軸をデユーティ比としてもよい。発進クラッチ
２０は、第５図の特性曲線により入力回転数の上昇につ
れてクラッチ油圧が上昇するようにすべり制御されるが
、例えばＢ点において発進クラッチ２０の入、出力回転
数の差が設定値以下となった時、その時点で発進クラッ
チ２０を完全係合させても殆どショックがなく、しかも
発進制御を短時間で完了できる。そのため、入、出力回
転数の差が設定値以下となった時には、第５図破線で示
すようにＢ点から即座に発進クラッチ２０のクラッチ油
圧を最大Ｐｍａｘ （デユーティ比１００％）とし、
発進クラッチ２０を完全係合させて発進制御を完了する
。FIG. 5 shows an example of a starting characteristic set in the electronic control device 60, which has a characteristic that is approximately proportional to the square of the input rotation speed so that smooth starting performance can be obtained. Note that the vertical axis in Fig. 5 may be the transmission torque instead of the clutch oil pressure.
Furthermore, when the start control valve 45 is configured as shown in FIG. 2 or 3, the clutch oil pressure and the duty ratio are proportional, so the vertical axis may be taken as the duty ratio. The starting clutch 20 is slip-controlled so that the clutch oil pressure increases as the input rotation speed increases according to the characteristic curve shown in FIG. When this occurs, there is almost no shock even if the starting clutch 20 is fully engaged at that point, and the starting control can be completed in a short time. Therefore, when the difference between the input and output rotation speeds becomes less than the set value, the clutch oil pressure of the starting clutch 20 is immediately set to the maximum Pmax (duty ratio 100%) from point B, as shown by the broken line in FIG.
The starting clutch 20 is fully engaged to complete the starting control.
第６図は電子制御装置６０内に設定された変速線図を示
し、図中ｉ ｍａｘは最低速比、ｔｗｉｎは最高速比、
ｉｏは直結伝達比である。ここで、発進状態から走行状
態に移行するまでの動作を第６図について説明する。ま
ずスロットル開度を一定として発進する場合には、エン
ジン回転数が目標値（Ａ点）に達するまでは発進クラッ
チ２０を遮断し、Ａ点に達した後は発進クラッチ２０を
第５図の特性曲線に沿ってすべり制御し、Ｂ点に到達す
ると発進クラッチ２０を完全係合させて発進制御から変
速制御へ移行する。変速制御においては、まず最低速比
の直線に沿って加速し、エンジン回転数がその時のスロ
ットル開度に応じた目標エンジン回転数Ｎ、の０点に到
達すると、変速領域に移行し、目標エンジン回転数を保
持しながら高速比側へ変速する。無段変速経路の変速比
が直結伝達比ｉ。FIG. 6 shows a speed change diagram set in the electronic control device 60, in which i max is the lowest speed ratio, twin is the highest speed ratio,
io is a direct transmission ratio. Here, the operation from the start state to the running state will be explained with reference to FIG. First, when starting with a constant throttle opening, the starting clutch 20 is disconnected until the engine speed reaches the target value (point A), and after reaching the point A, the starting clutch 20 is switched off as shown in FIG. Slip control is performed along the curve, and when point B is reached, the starting clutch 20 is fully engaged and the starting control is shifted to shift control. In shift control, the engine speed is first accelerated along the straight line of the lowest speed ratio, and when the engine speed reaches the 0 point of the target engine speed N, which corresponds to the throttle opening at that time, the shift region is entered and the target engine speed is Shift to a high speed ratio while maintaining the rotation speed. The gear ratio of the continuously variable transmission path is the direct transmission ratio i.
（Ｄ点）に達すると、発進クラッチ２０を遮断するとと
もに直結クラッチ５を結合して直結駆動へ切り換え、以
後直結伝達比ｉ。の直線に沿って走行する。直結駆動中
、無段変速装ＷＩＯは無負荷状態で空転する。When reaching (point D), the starting clutch 20 is disconnected and the direct coupling clutch 5 is engaged to switch to direct coupling drive, and thereafter the direct coupling transmission ratio is set to i. travel along a straight line. During direct drive, the continuously variable transmission WIO idles under no load.
上記発進制御および変速制御は、センサ６１〜６５で検
出される信号に基づいて行われるが、特に回転数を検出
するセンサは従来と異なり３個設けられているので、従
来と比べて次のような違いがある。すなわち、従来の場
合にはエンジン回転数と車速のみが回転数信号として人
力されているに過ぎないので、発進過程においては無段
変速装置１０の変速比を検出できず、無段変速装置１０
が最低速比に戻っていない状態で発進を開始するような
事態が生じる場合がある。これでは発進の円滑性が狙害
されたり、最悪の場合にはエンストを起こすおそれがあ
る。また、第５図に示すような発進特性に沿った発進を
行おうとすれば、発進クラッチ２０の入、出力回転数を
正確に検出しなければならないが、上記のようにエンジ
ン回転数と車速のみでは無段変速装置１０の変速比の変
化やバラツキによって発進クラッチ２００Å力回転数を
検出できず、一定の発進特性が得られない。これに対し
、本発明ではエンジン回転数と車速の他に、従動軸１３
の回転数、即ち無段変速装置１０の出力回転数（発進ク
ラッチ２０の入力回転数と等しい）を検出しているので
、無段変速装置１０の変速比は常時正確に検出でき、最
低速比以外からの発進を防止できる。また、従動軸回転
数によって発進クラッチ２０の入力回転数が判るので、
常に第５図のような発進特性に一致させることが可能で
ある。The above-mentioned start control and speed change control are performed based on the signals detected by the sensors 61 to 65, but in particular, three sensors for detecting the rotation speed are provided, unlike in the past, so the following There is a difference. That is, in the conventional case, only the engine rotation speed and vehicle speed are manually input as rotation speed signals, so the gear ratio of the continuously variable transmission 10 cannot be detected during the starting process, and the continuously variable transmission 10 cannot be detected.
A situation may occur in which the vehicle starts moving before the vehicle has returned to its lowest speed ratio. This could impair the smoothness of the vehicle's start, or in the worst case, cause the engine to stall. Furthermore, in order to start according to the starting characteristics shown in Fig. 5, it is necessary to accurately detect the engagement and output speed of the starting clutch 20, but as mentioned above, only the engine speed and vehicle speed are detected. In this case, the starting clutch 200A force rotation speed cannot be detected due to changes and variations in the gear ratio of the continuously variable transmission 10, and a constant starting characteristic cannot be obtained. On the other hand, in the present invention, in addition to the engine rotation speed and vehicle speed, the driven shaft 13
, that is, the output rotation speed of the continuously variable transmission 10 (equal to the input rotation speed of the starting clutch 20), the gear ratio of the continuously variable transmission 10 can be detected accurately at all times, and the lowest speed ratio It can prevent starting from outside. In addition, since the input rotation speed of the starting clutch 20 can be determined from the driven shaft rotation speed,
It is possible to always match the starting characteristics as shown in FIG.
ところで、エンジン回転数、車速および従動軸回転数を
検出する３個のセンサ６１〜６３のうち１ ｆｌｌでも
故障したり、あるいはその信号配線が断線したりして信
号系が故障を起こすと、上記のような発進制御や変速制
御が不可能となる。そこで、本発明ではこのような故障
に対応するため、３個の回転数センサのうち１個が故障
しても、一定の条件下で、他の２個のセンサによって発
進制御や変速制御を支障なく続行し得るようにバックア
ンプするものである。By the way, if one of the three sensors 61 to 63 that detects the engine speed, vehicle speed, and driven shaft speed fails, or its signal wiring is disconnected, causing a failure in the signal system, the above-mentioned Start control and gear change control such as these become impossible. Therefore, in the present invention, in order to deal with such failures, even if one of the three rotational speed sensors fails, under certain conditions, the other two sensors will interfere with the start control and gear change control. This is to back up the amplifier so that you can continue without any problems.
表、１はバックアップ制御の具体的方法を示している。Table 1 shows a specific method of backup control.
表、１
表、１において、Ｏは正常、×は故障、Ｎ ｉｎはエン
ジン回転数、Ｎ１は従動軸回転数、■は車速を示す。Table 1 In Table 1, O indicates normality, × indicates failure, N in indicates engine rotation speed, N1 indicates driven shaft rotation speed, and ■ indicates vehicle speed.
表、１に示すバックアップ方法を説明すると、例えば発
進制御時にＮ ｉｎが故障した時には、（１）式のよう
にＮ０ＬＩＴでバックアップできる。To explain the backup method shown in Table 1, for example, when N in fails during start control, backup can be performed with N0LIT as shown in equation (1).
Ｎ１ｎ＝ＮＭＸ ｉｍａｘ Ｘ ｉａ
−（１）（１）式中、ｉ ｍａｘは無段変速装置１０の
最低速比、ｉａは減速ギヤ７．８のギヤ比である。N1n=NMX imax Xia
-(1) In formula (1), i max is the lowest speed ratio of the continuously variable transmission 10, and ia is the gear ratio of the reduction gear 7.8.
また、発進制御時にＮＩＩＩＴが故障した時には、上記
とは逆にＮｌｏでバックアップできる。Furthermore, if NIIIT fails during start control, it can be backed up by Nlo, contrary to the above.
ｉ ｍａｘ １ａ
さらに発進制御時に■が故障すると、■＝０となるので
、発進クラッチ２０の入、出力回転数の差が常に設定値
より太き（なり、発進クラッチ２０は完全係合すること
なく常時すべり制御される。i max 1a Furthermore, if ■ fails during start control, ■ = 0, so the difference between the input and output rotation speeds of the starting clutch 20 is always larger than the set value (and the starting clutch 20 is not fully engaged). Slip is constantly controlled.
変速制御時にＮ、ｎが故障すると、無段変速装置１０の
入力回転数が不明となるので、他の信号ではバックアッ
プできず、変速制御は行えない。If N and n fail during shift control, the input rotational speed of the continuously variable transmission 10 becomes unknown, so it cannot be backed up with other signals and shift control cannot be performed.
また、変速制御時にＮ１）ＪＴが故障すると、（３）式
のようにＶでバンクアンプできる。Also, if N1) JT fails during speed change control, bank amplification can be performed with V as shown in equation (3).
Ｎ［＝ Ｖ Ｘ ｉ ｂ −
ｆ３）（３）式中、ｉｂは従動軸１３から出力軸３２ま
でのギヤ比である。N [= V X i b −
f3) In formula (3), ib is the gear ratio from the driven shaft 13 to the output shaft 32.
さらに、変速制御時にＶが故障した場合には、上記とは
逆にＮゆでバックアップできる。Furthermore, if V fails during speed change control, backup can be performed by boiling N, contrary to the above.
Ｖ＝ＮＩｌｌＩＴ×□ ・・・（
２）ｉｂ
直結制御時、即ち直結駆動から変速制御へ切り換える時
には、変速制御時と同様にＮ１ｎが故障するとバックア
ンプできないが、Ｎ［ＬＩＴまたはＶのいずれかが故障
した時にはバックアップできる。V=NIllIT×□ ・・・(
2) During ib direct-coupling control, that is, when switching from direct-coupling drive to shift control, if N1n fails, back-up cannot be performed as in shift control, but backup is possible if either N[LIT or V fails.
第７図は発進時のバックアップ制御方法、第８図は変速
時のバックアップ制御方法を示す。FIG. 7 shows a backup control method at the time of starting, and FIG. 8 shows a backup control method at the time of shifting.
第７図において、発進中のバックアップ制御がスタート
すると、Ｎ：ｎ＋ Ｎ１ｆｆ＋ Ｖのいずれかが故障し
ているか否かを判別しく８０）、故障していなければバ
ックアンプ制御を終了する。故障中であれば、どの信号
が故障したかを判別しく８１）、Ｎ１ｎが故障した時に
は（１）式からＩ’ｌｏｕ’ｒを用いてバ・ツクアップ
しく８２）、ＮＩＩＩＴが故障した時には（２）式から
Ｎ１ｎを用いてバックアップしく８３）、■が故障した
時にはすべり制御を続行する（８４）。In FIG. 7, when the backup control during the start of the vehicle starts, it is determined whether any of N:n+N1ff+V is out of order (80), and if it is not out of order, the back up amplifier control is ended. If there is a failure, determine which signal has failed81), if N1n fails, use I'lou'r from equation (1) to back up82), and if NIIIT fails, (2) ) From the equation, N1n is used for backup (83), and when (2) fails, slip control is continued (84).
第８図において、変速中のバックアップ制御がスタート
すると、Ｎ、ｎ、 Ｎａ１Ｔ、 Ｖのいずれかが故障
しているか否かを判別しく８５）、故障していなければ
バンクアンプ制御を終了する。故障中であれば、どの信
号が故障したかを判別しく８６）、Ｎ ｉｎが故障した
時にはバンクアンプ不能であるため、車両を停止させ（
８７）、Ｎ、：、Ｔが故障した時には（３）式から■を
用いてバックアップしく８８）、■が故障した時には（
４）式からＮ力を用いてバックアップする（８９）。In FIG. 8, when backup control during gear shifting starts, it is determined whether any of N, n, Na1T, and V is in failure (85), and if not, bank amplifier control is terminated. If there is a failure, it is necessary to determine which signal has failed (86), and when the N in fails, the bank amplifier is not possible, so the vehicle must be stopped (86).
87), When N,:,T fails, use ■ from equation (3) to back up.88), When ■ fails, (
4) Back up using the N force from the equation (89).
なお、直結制御時のバックアップ制御は第８図と同様で
ある。Note that backup control during direct connection control is the same as that shown in FIG. 8.
本発明において、発進クラッチ２０としては湿式多板ク
ラッチに附らず電磁粉式クラッチや乾式クラッチも使用
できる。電磁粉式クラッチの場合には電流信号で直接伝
達トルクを制御できるので、発進制御弁が不要となり、
発進制御用の油圧回路を省略できる。In the present invention, as the starting clutch 20, an electromagnetic powder type clutch or a dry type clutch can be used instead of a wet type multi-disc clutch. In the case of an electromagnetic powder clutch, the transmitted torque can be directly controlled by a current signal, eliminating the need for a start control valve.
The hydraulic circuit for start control can be omitted.
また、本発明の無段変速機はＶベルト式無段変速機に限
らず、トロイダル形無段変速機などのトラクション駆動
式無段変速機も使用できる。Further, the continuously variable transmission of the present invention is not limited to a V-belt type continuously variable transmission, but also a traction drive type continuously variable transmission such as a toroidal type continuously variable transmission.
さらに、発進クラッチを無段変速装置より下流側に設け
た場合に限らず、従来と同様に発進クラッチを無段変速
装置より上流に設けてもよい。Furthermore, the starting clutch is not limited to the case where the starting clutch is provided downstream of the continuously variable transmission; the starting clutch may be provided upstream of the continuously variable transmission as in the conventional case.
発明の効果
以上の説明で明らかなように、本発明によれば無段変速
機内部の独立な３個の回転数を検出し、これら３個の回
転数信号系のいずれかが故障した時、一定の条件下で他
の２個の回転数信号によってバックアンプできるように
したので、発進制御および変速制御の信頼性が向上する
。Effects of the Invention As is clear from the above explanation, according to the present invention, three independent rotational speeds inside the continuously variable transmission are detected, and when any of these three rotational speed signal systems fails, Since back-amplification can be performed using the other two rotational speed signals under certain conditions, the reliability of start control and gear change control is improved.
第１図は本発明が適用されるＶベルト式無段変速機の一
例の概略図、第２図、第３図は制御弁の具体的構造図、
第４図は電子制御装置のブロック図、第５図は発進クラ
ッチの伝達トルク特性図、第６図は変速線図、第７図は
発進時のバックアンプ制御方法のフローチャート図、第
８図は変速時のバックアップ制御方法のフローチャート
図である。
１・・・エンジン、５・・・直結クラッチ、１０・・・
無段変速装置、１８・・・油圧室、２０・・・発進クラ
ッチ、３２・・・出力軸、４３・・・プーリ制御弁、４
５・・・発進制御弁、４７・・・直結制御弁、６０・・
・電子制御装置、６１・・・エンジン回転数センサ（入
力軸回転数センサ）、６２・・・車速センサ、６３・・
・従動輪回転数センサ。
出 願 人 ダイハツ工業株式会社
代 理 人 弁理士 筒井 秀隆
第１図
第２図 第３１４
第４図
第５図
第６図
車速
手続補正書
１、事件の表示
昭和６１年特許願第２２０１４７号
２、発明の名称
無段変速機のバックアップ制御方法
３、補正をする者
事件との関係 特許出願人
住 所 大阪府池田市ダイハツ町１番１号名 称
ダイハツ工業株式会社
代表者 江 口 友 紘
４、代理人〒５５０
住 所 大阪市西区西木町１−５−９産双西本町ビル
自発補正
７、補正の内容
明細書第７頁第７行において、「カウンタ軸２７には上
記」の後に「直結駆動ギヤ６と」を挿入する。
以上FIG. 1 is a schematic diagram of an example of a V-belt type continuously variable transmission to which the present invention is applied, FIGS. 2 and 3 are specific structural diagrams of a control valve,
Fig. 4 is a block diagram of the electronic control device, Fig. 5 is a transmission torque characteristic diagram of the starting clutch, Fig. 6 is a shift diagram, Fig. 7 is a flowchart of the back amplifier control method at the time of starting, and Fig. 8 is FIG. 3 is a flowchart of a backup control method during gear shifting. 1... Engine, 5... Direct clutch, 10...
Continuously variable transmission, 18... Hydraulic chamber, 20... Starting clutch, 32... Output shaft, 43... Pulley control valve, 4
5...Start control valve, 47...Direct connection control valve, 60...
・Electronic control device, 61...Engine rotation speed sensor (input shaft rotation speed sensor), 62...Vehicle speed sensor, 63...
- Driven wheel rotation speed sensor. Applicant Daihatsu Motor Co., Ltd. Agent Patent Attorney Hidetaka Tsutsui Figure 1 Figure 2 Figure 314 Figure 4 Figure 5 Figure 6 Vehicle Speed Procedure Amendment 1, Incident Indication Patent Application No. 220147 No. 2 of 1985, Title of the invention: Back-up control method for continuously variable transmission 3, relationship with the amended case Address of patent applicant: 1-1 Daihatsu-cho, Ikeda-shi, Osaka Name
Daihatsu Motor Co., Ltd. Representative: Tomo Hiro Eguchi 4, Agent Address: 550 Address: Sou Nishihonmachi Building, 1-5-9 Nishikicho, Nishi-ku, Osaka City Voluntary Amendment 7, page 7, line 7 of the statement of contents of the amendment, Insert "directly coupled drive gear 6" after "counter shaft 27 above". that's all
Claims (1)
ラッチと、無段変速を行う無段変速装置とを動力伝達経
路中に直列に接続した無段変速機において、入力軸の回
転数、出力軸の回転数、発進クラッチの入、出力回転数
、無段変速装置の入、出力回転数のうち、相互の回転比
が固定されていない独立な３個の回転数を検出し、発進
制御中に発進クラッチの入、出力側の一対の回転数を除
く他の１個の回転数信号系が故障した時、又は変速制御
中に無段変速装置の入、出力側の一対の回転数を除く他
の１個の回転数信号系が故障した時、この故障した信号
を他の回転数信号で代用し、発進制御又は変速制御を続
行し得るようにした無段変速機のバックアップ制御方法
。(1) In a continuously variable transmission in which a slip-type starting clutch that can externally control the transmitted torque and a continuously variable transmission device that performs continuously variable speed are connected in series in the power transmission path, the rotation speed of the input shaft, the output shaft Detects three independent rotation speeds whose rotation ratios are not fixed among the rotation speed of the starting clutch, engagement of the starting clutch, output rotation speed, engagement of the continuously variable transmission, and output rotation speed. When the starting clutch is turned on, one rotational speed signal system other than the pair of rotational speeds on the output side is out of order, or when the continuously variable transmission is turned on during shift control, and other than the pair of rotational speeds on the output side are turned on. A backup control method for a continuously variable transmission, in which when one rotational speed signal system of a continuously variable transmission fails, another rotational speed signal is substituted for the failed signal to continue start control or gear change control.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22014786A JPS6374735A (en) | 1986-09-18 | 1986-09-18 | Backup control method for continuously variable transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP22014786A JPS6374735A (en) | 1986-09-18 | 1986-09-18 | Backup control method for continuously variable transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6374735A true JPS6374735A (en) | 1988-04-05 |
Family
ID=16746631
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP22014786A Pending JPS6374735A (en) | 1986-09-18 | 1986-09-18 | Backup control method for continuously variable transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6374735A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04260834A (en) * | 1991-02-14 | 1992-09-16 | Nissan Motor Co Ltd | Failure judging device for vehicle system |
| JP2008039114A (en) * | 2006-08-08 | 2008-02-21 | Toyota Motor Corp | Control device for automatic transmission for vehicle |
| EP1903262A1 (en) * | 2006-09-20 | 2008-03-26 | Honda Motor Co., Ltd | Vehicle transmission |
| JP2008202677A (en) * | 2007-02-20 | 2008-09-04 | Fuji Heavy Ind Ltd | Control device of automatic transmission |
| JP2008208988A (en) * | 2007-01-31 | 2008-09-11 | Yamaha Motor Co Ltd | Vehicle, its control device, and vehicle abnormality detecting method |
| JP2017020578A (en) * | 2015-07-10 | 2017-01-26 | ジヤトコ株式会社 | Controller of continuously variable transmission |
-
1986
- 1986-09-18 JP JP22014786A patent/JPS6374735A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04260834A (en) * | 1991-02-14 | 1992-09-16 | Nissan Motor Co Ltd | Failure judging device for vehicle system |
| JP2008039114A (en) * | 2006-08-08 | 2008-02-21 | Toyota Motor Corp | Control device for automatic transmission for vehicle |
| EP1903262A1 (en) * | 2006-09-20 | 2008-03-26 | Honda Motor Co., Ltd | Vehicle transmission |
| US7862470B2 (en) | 2006-09-20 | 2011-01-04 | Honda Motor Co., Ltd. | Vehicle transmission |
| JP2008208988A (en) * | 2007-01-31 | 2008-09-11 | Yamaha Motor Co Ltd | Vehicle, its control device, and vehicle abnormality detecting method |
| JP2008202677A (en) * | 2007-02-20 | 2008-09-04 | Fuji Heavy Ind Ltd | Control device of automatic transmission |
| JP2017020578A (en) * | 2015-07-10 | 2017-01-26 | ジヤトコ株式会社 | Controller of continuously variable transmission |
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