JP2009041602A - Control device and control method for automatic transmission - Google Patents

Abstract

【Task】
In the automatic MT system, when failure detection for each component part and fail-safe control for each failed component part are executed, there is a concern about expansion of the failure part due to erroneous determination of failure part identification. In addition, providing fail-safe control for each component causes complicated control specifications and increased development man-hours.
[Solution]
N failure judgment means to judge the failure status of components and runaway / engine stall / sudden deceleration will not occur even if there is a fault in the surrounding / related part assumed from the fault part. It is provided with m fail-safe mode execution means fewer than n failure judgment means integrated and grouped in advance, which can ensure a non-originating operation state, and when a failure occurrence is detected and judged, m The fail-safe mode corresponding to the failed part is selected from the fail-safe modes.
[Selection] Figure 1

Description

  The present invention relates to a fail-safe control method that is activated when a component device of an automatic transmission control system in an automobile fails, and a control apparatus therefor.

  Automobiles with manual transmissions have better fuel efficiency than those equipped with transmissions that use torque converters. Recently, automatic MT (automated) is a system that uses a manual transmission mechanism to automate clutch and gear changes. Manual transmission) has been developed. In the initial automatic MT (automated manual transmission) that has one friction clutch that can connect / disconnect the driving force between the engine and the transmission as in the conventional manual transmission, the shift stages such as upshift and downshift When the switching is performed, the friction clutch is released / engaged, so that acceleration fluctuations may occur, which may cause the passenger to feel uncomfortable. Therefore, a second friction clutch (assist clutch) for transmitting torque during shifting is provided between the input shaft and the output shaft of the transmission, compared to the conventional automatic MT (automated manual transmission). An automatic transmission has been proposed (see Patent Document 1). In the control at the time of shifting in the automatic MT (automated manual transmission) provided with the assist clutch, torque transmission is performed while the assist clutch slips by pressing the assist clutch from the state in which the meshing clutch is engaged at the start of shifting, In a state where predetermined torque transmission is realized, the meshing clutch is released. In this way, torque transmission during shifting is realized by changing from the mesh clutch to the assist clutch at the start of the shifting operation.

  Also, a so-called twin clutch that has a plurality of input shafts and a friction clutch with respect to the driving force transmission shaft from the engine, and transmits torque by a transmission gear stage fastened by a meshing clutch provided on each shaft. Automatic MT has begun to be put into practical use in recent years.

  In this twin clutch automatic MT, for example, odd-numbered gears and even-numbered gears are assigned to each shaft, and the friction clutch and the meshing clutch of the shaft corresponding to the predetermined gear are engaged while traveling at the predetermined gear. To transmit torque. A shaft that does not correspond to a predetermined gear stage performs the operation of the meshing clutch (switching of the selected gear stage) without being restricted even when the friction clutch is in the released state and the torque is transmitted on the other shaft. Can do. Therefore, it is possible to select a gear stage that is predicted in advance before the start of gear shifting, and while the gear clutch is engaged during gear shifting, the friction clutch that has been engaged is released at a desired timing. At the same time, by engaging the friction clutch in the disengaged state and replacing the transmission torque, shifting (gear stage switching) is realized while torque is being transmitted.

JP 2000-65199 A

  These automatic MT systems automate transmission operations (clutch disengagement / engagement, gear shift lever switching, etc.) at the time of shifting / starting, which have been conventionally performed by the driver, and further improve the driving feeling. An actuator, a mechanical link mechanism, and the like are added, and the number of parts inevitably increases as compared with the conventional manual transmission. As the number of parts increases, the probability of component failure increases in terms of safety. Therefore, failure detection means (diagnostic control) and failure for each component such as individual sensors / actuators and mechanical mechanisms It is necessary to individually provide fail-safe control at the time of occurrence.

  As the number of components such as sensors, actuators, and mechanical mechanisms increases, failure occurrence probability and failure mode (failure site) increase, so that failure detection means is required for each component / failure mode. For example, in the case of a sensor, if the state where the input voltage value from the sensor is outside the predetermined voltage range continues, it can be determined that the sensor is faulty and the sensor harness system is disconnected or short-circuited. Further, in the actuator, it is possible to determine the functional failure by indirectly detecting the actual operation state with respect to the command request by the sensor value or the like and comparing the expected value with the actual value.

  As the number of parts increases in this way, failure modes increase, so it is necessary to provide failure detection means for each sensor, actuator, and mechanical mechanism. Furthermore, vehicle behavior and drivability during failure detection (occurrence) can be improved. In order to ensure, generally, fail-safe control / operation corresponding to each failure part is provided. For example, if the failure part is in a failure state where a specific gear stage cannot be synchronized, gears other than that gear stage may be used to perform gear shifting / starting. It is possible to maintain the operability as much as possible with actuators and mechanical mechanisms. However, since the same number of fail-safe controls as failure parts are required, from the viewpoint of constructing transmission control, it is not desirable because it is caused by complicated control specifications and an increase in development / confirmation man-hours.

  In addition, when it is determined that a state in which the specific gear stage cannot be synchronized is determined to be a failure, there may be a case where it cannot be limited to a state in which the synchromesh function of the specific gear stage is truly worn or broken. For example, in the above-described twin clutch automatic MT, the friction clutch between the engine output shaft and the transmission input shaft provided on the shaft that cannot be synchronized is broken in the engaged state, and the engine driving force is applied to the input shaft. Therefore, there is a possibility that the number of revolutions cannot be synchronized by the synchromesh function. In this case, if the clutch failure detection means can determine that it is in a normal state, it is possible to limit the failure part such as a synchro function failure truly, but under limited sensor detection values and vehicle driving conditions. In this case, it is conceivable that the fact that each component is normal cannot be determined at the same timing and operation state, and the failure part cannot be specified. When fail-safe control is performed to maintain traveling at a gear stage other than the above-mentioned specific gear stage as a sync fault of a specific gear stage even if the gear cannot be engaged due to a clutch failure, When a gear stage that exists on the same axis as the determined gear stage is selected and engaged, the engine may be engaged and sudden deceleration may occur because the clutch is engaged. In addition, despite the erroneous determination state of the failed part, there is a concern that failure of other parts / parts, that is, a double failure may be caused by continuing the above fail-safe control.

  An object of the present invention is to avoid the occurrence of engine stall / sudden deceleration / runaway at the time of failure detection (occurrence) when the number of components increases and it is difficult to identify a faulty part or there is a concern about erroneous determination. Another object of the present invention is to provide a fail-safe control method for an automatic transmission that suppresses the expansion of a failure part such as a double failure.

  In order to achieve the above object, a failsafe control method for an automatic transmission according to the present invention includes n failure determination means for determining a failure state of a component from each sensor detection value and operation state information input to the transmission. Pre-integrated and grouped to ensure that there is no runaway, engine stall, or sudden deceleration even if there is a fault in the surrounding or related area that is expected from the faulty part, and that it is possible to ensure an operating state that does not result from a double fault. M fail-safe mode execution means that are fewer than the n failure determination means, and when a failure occurrence is detected and determined by the failure determination means, m failure presets are set for each failure portion. Among the failsafe modes, there is a failsafe selection means for selecting a failsafe mode corresponding to the faulty part that has been determined to be faulty, and according to the selected failsafe mode, Driving each actuator to achieve the pitch shift lubrication operation.

  Regardless of the specified failure part, runaway during fail-safe mode execution by executing the fail-safe mode that is integrated and grouped in advance based on the degree of influence on the vehicle that is assumed from the surrounding part of the failure part and related part failure It is possible to avoid engine stalls and sudden deceleration, and to suppress the expansion of failure sites such as double failures. Furthermore, compared with the case where different fail-safe controls are provided for each of the n failure determination means, the control specifications can be simplified and the number of development / operation check man-hours can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows an embodiment of a fail-safe control device for an automatic transmission according to the present invention. In the power train control unit 100, 1 to n failure determination means (a1 to a3) for determining a failure state of a component from each sensor detection value and operation state information input to the transmission, and assumed from a failure part Even if there is a failure in the surrounding or related area, run-out, engine stall, sudden deceleration does not occur, and it is possible to secure a driving state that is not caused by a double failure. When there are m fail-safe modes A to D execution means (represented by a5 to a8) fewer than n failure judgment means, and when the failure occurrence is detected and judged by the failure judgment means (a1 to a3) A fail-safe selection means (a8) for selecting a fail-safe mode corresponding to the failure part determined to be out of the m fail-safe modes set in advance for each failure part; Depending on the fail-safe mode which is to drive the transmission arrangement actuators for realizing each clutch shift lubricating operation (a9).

  As a result, the fail-safe mode is being executed by executing the fail-safe mode that is integrated and grouped in advance based on the degree of influence on the vehicle that is assumed from the surrounding failure of the failure part and related part failure, regardless of the specified failure part. It is possible to avoid runaway, engine stall, and sudden deceleration at, and to suppress the expansion of failure sites such as double failures.

  Furthermore, compared with the case where different fail-safe controls are provided for each of the n failure determination means, the control specifications can be simplified and the number of development / operation check man-hours can be reduced.

  Here, as the fail-safe execution means, the execution means integrated into the four modes A to D is taken as an example. However, the relation / relationship is related to the failure site in m ranges smaller than n diagnosis determination means. Any form may be used as long as it is integrated and grouped based on the degree of influence on the vehicle assuming the part to be performed.

  FIG. 7 shows an example of a processing flowchart of the fail safe mode selection means of FIG.

  The failure determination means (a1 to a3) in FIG. 1 corresponds to the failure determination process c1. In the failure determination process c1, whether or not a failure has occurred (detected) is determined by the c2 process. When the failure is not detected, the fail safe mode is not selected by the c8 process and the process is terminated. When a failure is detected in the c2 process, in the process c3, any fail-safe mode including unselected is selected according to the selected fail-safe mode table preset for each failed part (processes c5 to c8). With this processing flow, a fail-safe mode set in advance for each failed part at the time of failure detection is selected, and driving of each actuator is started according to the selected fail-safe mode. FIG. 5 shows an example of the selected fail-safe mode table for each failure part.

  A fail-safe mode to be executed when a failure occurs in each failure part (diagnostic item) is set in advance and stored in a non-volatile memory or the like in the power train control unit 100. In the fail safe mode selection process c3, the fail safe mode is selected by searching the data in this table. The fail-safe mode table set in advance is not limited to the stored value, and any configuration that can realize the same selection by an arithmetic expression may be used.

  In FIG. 5, the selection failsafe mode table by diagnosis (failure) item is taken as an example, but the parameter of the item may be the best item for selecting and setting the failsafe mode.

  FIG. 2 shows a skeleton diagram of a system configuration example showing an embodiment of a control device according to the present invention.

  Engine 7 as a driving force source, an engine speed sensor (not shown) for measuring the number of revolutions of the engine 7, an electronically controlled throttle (not shown) for adjusting the engine torque, and a fuel amount corresponding to the intake air amount A fuel injection device (not shown) is provided so that the engine control unit 101 can control the torque of the engine 7 with high accuracy by operating the intake air amount, fuel amount, ignition timing, and the like. It has become. Fuel injection devices include an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. The operating range required by the engine (determined by engine torque and engine speed) It is advantageous to use an engine of a type that can reduce fuel consumption and has good exhaust performance. As a driving force source, not only a gasoline engine but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

  The automatic transmission 51 includes a first clutch 208, a second clutch 209, a transmission first input shaft 241, a transmission second input shaft 243, a transmission output shaft 242, a first drive gear 201, and a second drive gear 202. , Third drive gear 203, fourth drive gear 204, fifth drive gear 205, first driven gear 211, second driven gear 212, third driven gear 213, fourth driven gear 214, fifth driven gear 215, fifth A first meshing transmission mechanism 221, a second meshing transmission mechanism 222, a third meshing transmission mechanism 223, a rotation sensor 31, a rotation sensor 32, and a rotation sensor 33 are provided.

  This configuration example shows a transmission configured with a twin clutch.

  That is, the torque of the engine 7 is transmitted to the transmission first input shaft 241 by the engagement of the first clutch 208, and the torque of the engine 7 is transmitted to the transmission second input shaft 243 by the engagement of the second clutch 209. introduce. The transmission second input shaft 243 is hollow, and the transmission first input shaft 241 passes through a hollow portion of the transmission second input shaft 243, and rotates in the rotational direction with respect to the transmission second input shaft 243. It is configured to allow relative movement.

  The first drive gear 201, the third drive gear 203, and the fifth drive gear 205 are fixed to the transmission second input shaft 243, and are rotatable with respect to the transmission first input shaft 241. Yes. Further, the second drive gear 202 and the fourth drive gear 204 are fixed to the transmission first input shaft 241, and are rotatable with respect to the transmission second input shaft 243.

  Engagement / release of the first clutch 208 is performed by the first clutch actuator 254, and engagement / release of the second clutch 209 is performed by the second clutch actuator 255.

  A sensor 31 is provided as means for detecting the rotational speed of the transmission first input shaft 241, and a sensor 33 is provided as means for detecting the rotational speed of the transmission second input shaft 243.

  On the other hand, the transmission output shaft 242 is provided with a first driven gear 211, a second driven gear 212, a third driven gear 213, a fourth driven gear 214, and a fifth driven gear 215. The first driven gear 211, the second driven gear 212, the third driven gear 213, the fourth driven gear 214, and the fifth driven gear 215 are provided to be rotatable with respect to the transmission output shaft 242.

  A sensor 32 is provided as means for detecting the rotation speed of the transmission output shaft 242.

  Further, between the first driven gear 211 and the third driven gear 213, the first driven gear 211 is engaged with the transmission output shaft 242 or the third driven gear 213 is engaged with the transmission output shaft 242. A first meshing transmission mechanism 221 is provided.

  Further, between the second driven gear 212 and the fourth driven gear 214, the second drive gear 212 is engaged with the transmission output shaft 242 or the fourth driven gear 214 is engaged with the transmission output shaft 242. A third meshing transmission mechanism 223 is provided.

  The fifth driven gear 215 is provided with a second meshing transmission mechanism 222 that engages the fifth driven gear 215 with the transmission output shaft 242.

  Here, it is desirable that the mesh transmission mechanisms 221, 222, and 223 include a friction transmission mechanism and use a synchronous mesh type in which meshing is performed by synchronizing the rotational speed by pressing the friction surface.

  The position of the first meshing transmission mechanism 221 is moved by the shift actuator 251 and engaged with the first driven gear 211 or the third driven gear 213, so that the rotational torque of the transmission second input shaft 243 can be increased. The transmission can be transmitted to the transmission output shaft 242 via the one-mesh transmission mechanism 221.

  Further, the shift actuator 253 moves the position of the third meshing transmission mechanism 223 and engages with the second driven gear 212 or the fourth driven gear 214, whereby the rotational torque of the transmission first input shaft 241 is increased. The transmission can be transmitted to the transmission output shaft 242 via the third meshing transmission mechanism 223.

  Further, the position of the second meshing transmission mechanism 222 is moved by the shift actuator 252 and engaged with the fifth driven gear 215, so that the rotational torque of the transmission second input shaft 243 is changed to the second meshing transmission mechanism. It can be transmitted to the transmission output shaft 242 via 222.

  Thus, from the first drive gear 201, the second drive gear 202, the third drive gear 203, the fourth drive gear 204, and the fifth drive gear 205, the first driven gear 211, the second driven gear 212, and the third driven gear. The rotational torque of the transmission first input shaft 241 and the transmission second input shaft 243 transmitted to the transmission output shaft 242 through the second driven gear 214 and the fifth driven gear 215 is the transmission output shaft 242. Is transmitted to an axle (not shown) via a differential gear (not shown) connected to the wheel.

  The first clutch actuator 254 that controls the transmission torque by engaging and releasing the first clutch 208, and the second clutch actuator 255 that controls the transmission torque by engaging and releasing the second clutch 209 are controlled by the motor control unit 104. The transmission torque of each clutch is controlled by controlling the current of a motor (not shown) provided in each actuator.

  Further, the motor control unit 104 controls the currents of the motors (not shown) provided in the shift actuators 251, 252, and 253, so that the first meshing transmission mechanism 221, the second meshing transmission mechanism 222, The load or stroke position (shift position) for operating any one of the three mesh transmission mechanisms 223 can be controlled.

  The motor control unit 104 and the engine control unit 101 are controlled by the power train control unit 100. The power train control unit 100, the engine control unit 101, and the motor control unit 104 transmit / receive information to / from each other by the communication means 103.

  In this embodiment, motor actuators are used as the first clutch actuator 254, the second clutch actuator 255, and the shift actuators 251, 252, and 253. However, the hydraulic actuator is composed of a hydraulic source, a hydraulic cylinder, an electromagnetic valve, and the like. You may comprise by. Similarly, the motor control unit 104 is replaced with a hydraulic control unit.

  When the first clutch 208 and the second clutch 209 are wet clutches, the lubricating oil is supplied to the first clutch 208 and the second clutch 209 from the electric lubricating oil pump 260 driven by the power train control unit 100. Although the method of supplying by an electric pump is shown here, the supply and flow rate control method is not limited, and an engine drive pump, a flow rate regulator, or the like may be used as long as lubricating oil can be supplied to the wet clutch.

FIG. 3 is an example of a block diagram for explaining the electrical control system of this embodiment. In this example, the automatic transmission control device is composed of two ECUs, an engine control unit (ECU) 101 and a power train control unit (ECU) 100, and each ECU is required via a communication line. Exchange information. Each of these ECUs 100 and 101 is configured to include a microcomputer, and performs signal processing according to a program stored in advance in the ROM while utilizing a temporary storage function of the RAM. In addition, it is possible to use a rewritable ROM for the storage function and rewrite it as necessary.
The engine ECU 101 is connected to an ignition switch 71, an engine speed sensor 72, an output shaft speed sensor 73, an accelerator opening sensor 74, an air amount sensor 75, an intake air temperature sensor 76, a cooling water temperature sensor 77, a brake switch 78, and the like. Signals indicating the operation position of the ignition switch 71, the engine speed Ne, the output shaft speed No, the accelerator opening APS, the intake air amount Q, the intake air temperature Ta, the engine cooling water temperature Tw, the operation position of the brake switch 78, etc. In accordance with these signals, the starter 79 is rotationally driven to start the engine 7, the fuel injection amount and the injection timing of the fuel injection valve 80 are controlled, and an igniter 81 is used to generate an ignition plug. Control the ignition timing of the engine and obtain necessary signals from the transmission ECU 100. By writing, and controls the throttle opening by driving the throttle actuator 82.

  An ignition switch 71, a shift lever switch 86, an auto mode switch 87, an up / down switch 88, a brake switch 78, clutch rotational speed sensors 31, 33, a shift position sensor 91, and the like are connected to the transmission ECU 100.

  Then, by taking in these signals and necessary signals from the engine control ECU 101, the motor actuators 251 to 255 corresponding to the above-described wet clutch and shift actuator are controlled to realize shift control.

FIG. 4 shows an example of the fail-safe mode that is integrated and grouped in the twin clutch automatic MT having the above-described configuration. The mode according to the failure influence degree assumed from the failure part is shown.
(1) When a system defect / function missing / failure that cannot be avoided as a vehicle occurs, the drive request to each actuator such as a shift / clutch is suppressed, and the vehicle is stopped (self-running is stopped and inertial driving only) Vehicle stop mode,
(2) Traveling gear fixed mode that prohibits switching of gears such as upshifts and downshifts and maintains the driving state at the current gears;
(3) It is limited to only the gear arrangement arranged independently on the transmission first input shaft 241 or the transmission second input shaft 243 in FIG. 2, for example, the transmission first input shaft 241 is an odd-numbered shaft. A single-axis travel mode that performs a shift operation using only the first, third, and fifth gears disposed on the shaft,
(4) Although the degree of influence directly on the shift / start operation is small at the detected failure occurrence site, there is a possibility that the failure region may be expanded if the operation region / operation in the normal state is continued. , An upper limit of engine torque input to the transmission, a travel restriction mode for restricting a shift command by the driver (such as prohibition of a manual shift mode in which the driver can intentionally select a shift gear),
(5) A warning mode in which the driver is informed of the occurrence of a failure with an abnormal warning light, vehicle status display panel,
Is shown as an example.

  This is because the integrated fail-safe mode may be best grouped according to the components, sensors, and actuators.

  As an example, when a failure that cannot be engaged with the third driven gear 213 occurs when the position of the first meshing transmission mechanism 221 is moved by the shift actuator 251 in FIG. 251 command abnormality, malfunction of the first meshing transmission mechanism 221, damage of the third driven gear 213, load torque on the second input shaft 243 of the transmission due to defective disengagement of the second clutch 209, and the like. Identification is in a difficult situation. If the combination of the third drive gear 203 and the third driven gear 213 is the third gear, and the fail-safe mode in which only the third gear is disabled is executed, the true failure part is the second clutch 209. In spite of the fact that the gear stage on the second input shaft 243 of the transmission other than the third gear stage is used, double failure such as engine stall, rapid deceleration, or clutch heat generation and burning due to clutch 209 defective release is caused. there is a possibility. In such a state where the failure part cannot be limited, the above-described single-axis drive mode is selected as an integrated mode that can maintain fail-safe driving even if there is a failure in the surrounding or related part, and the transmission second input shaft By not using the path for transmitting the rotational torque from 243 to the transmission output shaft 242, it is possible to avoid the clutch heat generation / burning and the vehicle behavior in the direction in which the driver is at risk. .

  FIG. 6 shows an example of a time chart when the integrated fail-safe mode is executed.

  A failure occurs at time T0, and a preset integrated failsafe mode is executed. It is assumed that the ignition switch (IGNSW) is turned off at time T2 and the power supply to the control unit is cut off. When the ignition switch is turned on next time, the fail-safe mode is executed with the time of failure occurrence (detection) as a trigger as in the previous time T0. However, when the degree of system failure influence is large, It is also possible to store the execution history of the fail safe mode in a storage device or the like in the control unit, and continuously execute the fail safe mode of the previous execution even after the next ignition switch is turned on at time T3. .

  FIG. 8 is a second system configuration example skeleton diagram showing an embodiment of a control apparatus for an automobile equipped with an automatic transmission according to the present invention. The same reference numerals as those in FIG. 2 indicate the same parts.

  The automatic transmission 50 includes an input shaft clutch 8, an assist clutch 9, a transmission input shaft 41, a transmission output shaft 42, a first drive gear 1, a second drive gear 2, a third drive gear 3, and a fourth drive gear. 4, fifth drive gear 5, and sixth drive gear 6, first driven gear 11, second driven gear 12, third driven gear 13, fourth driven gear 14, fifth driven gear 15, and sixth driven gear. 16, the 1st meshing transmission mechanism 21, the 2nd meshing transmission mechanism 22, the 3rd meshing transmission mechanism 23, the rotation sensor 31, and the rotation sensor 32 are provided.

  An input shaft clutch input disk 8a is connected to the engine 7, and the torque of the engine 7 is applied to the transmission input shaft 41 by engaging and releasing the input shaft clutch input disk 8a and the input shaft clutch output disk 8b. Transmission and interruption are possible. As the input shaft clutch 8, a dry single plate clutch is generally used, but all clutches such as a wet multi-plate clutch and an electromagnetic clutch can be used. For controlling the pressing force (input shaft clutch torque) between the input shaft clutch input disk 8a and the input shaft clutch output disk 8b, an actuator (actuator) 2011 driven by an electric motor (motor) is used. By adjusting (input shaft clutch torque), the output of the engine 7 can be transmitted to the input shaft 41 and cut off.

  The input shaft 41 includes a first drive gear 1, a second drive gear 2, a third drive gear 3, a fourth drive gear 4, a fifth drive gear 5, and a sixth drive gear 6. The first drive gear 1 and the second drive gear 2 are fixed to the transmission input shaft 41, and the third drive gear 3, the fourth drive gear 4, the fifth drive gear 5, and the sixth drive gear 6 are the transmission. The input shaft 41 is rotatably provided. A rotation sensor 31 is provided as means for detecting the input shaft rotation speed, which is the rotation speed of the transmission input shaft 41.

  On the other hand, the transmission output shaft 42 is provided with a first driven gear 11, a second driven gear 12, a third driven gear 13, a fourth driven gear 14, a fifth driven gear 15, and a sixth driven gear 16. Yes. The first driven gear 11 and the second driven gear 12 are rotatably provided with respect to the transmission output shaft 42, and the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, and the sixth driven gear. Reference numeral 16 is fixed to the transmission output shaft 42.

  A rotation sensor 32 is provided as means for detecting the rotation speed of the transmission output shaft 42.

  The first drive gear 1, the first driven gear 11, the second drive gear 2, the second driven gear 12, the third drive gear 3, and the third driven gear 13 are the fourth drive gear 4. The fourth driven gear 14, the fifth drive gear 5, the fifth driven gear 15, the sixth drive gear 6, and the sixth driven gear 16 are engaged with each other.

  The input shaft 41 is provided with an assist clutch 9 that is one type of friction transmission mechanism, and the torque of the engine 7 is transmitted to the transmission output shaft 42 by controlling the transmission torque of the assist clutch 9. It is possible.

  An actuator 2014 driven by a motor is used to control the transmission torque of the assist clutch 9, and the output of the engine 7 can be transmitted by adjusting this transmission torque (assist clutch torque). ing.

  Here, the friction transmission mechanism is a mechanism that generates a friction force by the pressing force of the friction surface and transmits the torque. Typical examples include a dry single plate clutch, a dry multi-plate clutch, and a wet multi-plate clutch. is there. In this embodiment, a wet multi-plate clutch is used as the assist clutch.

  Further, between the first driven gear 11 and the second driven gear 12, the first driven gear 11 is engaged with the transmission output shaft 42, or the second driven gear 12 is engaged with the transmission output shaft 42. A first meshing transmission mechanism 21 is provided. Therefore, the rotational torque transmitted from the first drive gear 1 to the first driven gear 11 or from the second drive gear 2 to the second driven gear 12 is transmitted through the first meshing transmission mechanism 21 to the transmission output shaft. 42.

  Further, between the third drive gear 3 and the fourth drive gear 4, the third drive gear 3 is engaged with the transmission input shaft 41 or the fourth drive gear 4 is engaged with the transmission input shaft 41. A second meshing transmission mechanism 22 is provided. Therefore, the rotational torque transmitted to the third drive gear 3 or the fourth drive gear 4 is transmitted to the third driven gear 13 or the fourth driven gear 14 via the second meshing transmission mechanism 22 and the transmission output. It is transmitted to the shaft 42.

  Further, the fifth drive gear 5 is provided with a third meshing transmission mechanism 23 that engages the fifth drive gear 5 with the transmission input shaft 41. Accordingly, the rotational torque transmitted to the fifth drive gear 5 is transmitted to the fifth driven gear 15 via the third meshing transmission mechanism 23 and transmitted to the transmission output shaft 42.

  Here, the mesh transmission mechanisms 21, 22, and 23 may use a constant mesh type, or include a friction transmission mechanism, and perform synchronous meshing by synchronizing the rotational speed by pressing the friction surface. May be used.

  Thus, in order to transmit the rotational torque of the transmission input shaft 41 to the transmission output shaft 42, the first mesh transmission mechanism 21, the second mesh transmission mechanism 22, or the third mesh transmission mechanism. 23, one of them is moved in the axial direction of the transmission input shaft 41 or the transmission output shaft 42, and the first driven gear 11, the second driven gear 12, the third drive gear 3, the fourth drive gear 4, It is necessary to engage with any one of the fifth drive gears 5. The shift / select mechanism 24 is operated by the select actuator 2013 to select whether the first meshing transmission mechanism 21, the second meshing transmission mechanism 22, or the third meshing transmission mechanism 23 is moved. By operating the shift / select mechanism 24 by the actuator 2012, any one of the first meshing transmission mechanism 21, the second meshing transmission mechanism 22, and the third meshing transmission mechanism 23 is selected. Move the position of the two meshing transmission mechanisms, and engage with any one of the first driven gear 11, the second driven gear 12, the third drive gear 3, the fourth drive gear 4, and the fifth drive gear 5, The rotational torque of the transmission input shaft 41 is converted into the first mesh transmission mechanism 21, the second mesh transmission mechanism 22, or the third mesh transmission mechanism 2. It can be transmitted to the transmission output shaft 42 through any one of.

  Thus, from the first drive gear 1, the second drive gear 2, the third drive gear 3, the fourth drive gear 4, the fifth drive gear 5, and the sixth drive gear 6, the first driven gear 11 and the second driven gear. 12, the rotational torque of the transmission input shaft 41 transmitted to the transmission output shaft 42 via the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, and the sixth driven gear 6 is the transmission output. It is transmitted to an axle (not shown) via a differential gear (not shown) connected to the shaft 42.

  The input shaft clutch actuator 2011 for controlling the transmission torque of the input shaft clutch 8 and the assist clutch actuator 2014 for controlling the transmission torque of the assist clutch 9 are controlled by motor control units 104 of motors (not shown) provided in the respective actuators. The transmission torque of each clutch is controlled by controlling the current. The input shaft clutch actuator 2011 is composed of a motor and a mechanism portion that converts the rotational motion of the motor into linear motion, and is composed of components such as a worm gear, an arm, and a ball screw.

  In addition, the motor control unit 104 controls the current of a motor (not shown) provided in the select actuator 2013, whereby the first mesh transmission mechanism 21, the second mesh transmission mechanism 22, and the third mesh transmission. The select position, which is the stroke position of a select lever (not shown) for selecting which of the mechanisms 23 to move, is moved to move the first mesh transmission mechanism 21, the second mesh transmission mechanism 22, and the third mesh. Which of the transmission mechanisms 23 is to be moved is selected.

  Further, the motor control unit 104 controls the current of a motor (not shown) provided in the shift actuator 2012 to thereby select the first mesh transmission mechanism 21 and the second mesh transmission selected by the select actuator 2013. The load or stroke position (shift position) for operating either the mechanism 22 or the third meshing transmission mechanism 23 can be controlled.

  The select actuator 2013 is controlled to control the select position, the movement of the first mesh transmission mechanism 21 is selected, the shift actuator 2012 is controlled to control the shift position, and the first mesh transmission mechanism 21 and the first mesh transmission mechanism 21 The 1 driven gear 11 meshes with the first speed.

  The select actuator 2013 is controlled to control the select position, the movement of the first mesh transmission mechanism 21 is selected, the shift actuator 2012 is controlled to control the shift position, and the first mesh transmission mechanism 21 and the first mesh transmission mechanism 21 The second driven gear 12 meshes with the second speed stage.

  The shift / select mechanism 24 for operating the first mesh transmission mechanism 21, the second mesh transmission mechanism 22, and the third mesh transmission mechanism 23 may be constituted by a select lever, a shift fork, or the like. It is also possible to use another mechanism for moving the meshing transmission mechanisms 21, 22, 23 such as a drum type.

  Note that the reduction ratio of the sixth drive gear and the sixth driven gear to which the assist clutch, which is one type of friction transmission mechanism, is connected is the third speed stage constituted by the third drive gear 3 and the third driven gear 13. It may be set between the reduction ratio and the reduction ratio of the fourth speed stage constituted by the fourth drive gear 4 and the fourth driven gear 14, or the reduction between the fourth speed stage and the fifth speed stage. The ratio may be equivalent to the third speed, the fourth speed, or the highest speed. In addition, for example, the fifth gear is equivalent to the fifth drive gear 5, the fifth driven gear 15, and the third mesh transmission mechanism. For example, the friction transmission is performed instead of the mesh transmission mechanism provided as a predetermined gear. It is also possible to install a mechanism. Furthermore, it is also possible to install at a plurality of shift stages using a plurality of friction transmission mechanisms.

  Fail-safe mode integration and grouping can also be applied to such transmissions. In the above transmission, shift control using an assist clutch is prohibited in place of the single-axis travel mode in twin clutch automatic MT. In addition, it is possible to provide a single-shift running mode in which only a conventional single-clutch shift operation is performed.

1 is an embodiment of a fail-safe control method for an automatic transmission according to the present invention. The skeleton figure of the system configuration example which shows one Embodiment of the control apparatus which concerns on this invention. An example of the block diagram explaining the electrical control system of a present Example. An example of integrated fail-safe mode which shows the fail-safe mode of FIG. An example of the selection fail safe mode table | surface for every failure part. An example of a time chart when executing fail-safe mode. An example of the process flowchart of the fail safe mode selection means of FIG. The skeleton figure of the system configuration example which shows one Embodiment of the control apparatus which concerns on this invention.

Explanation of symbols

a1 Failure determination means 1
a4 Failsafe mode selection means a5 Failsafe mode A execution means a9 Transmission configuration actuator group 100 Powertrain control unit 101 Engine control unit

Claims (12)

A plurality of friction transmission mechanisms for transmitting / interrupting driving force between the output shaft of the driving force generation source and the transmission output shaft of the gear type transmission, and a plurality of transmission input shafts respectively connected to the friction transmission mechanism And a control device for an automatic transmission having a plurality of gear trains that selectively connect between the plurality of transmission input shafts and the transmission output shaft by selection of a plurality of synchronous meshing functions,
Integrates / groups according to the degree of impact on the vehicle that is assumed from the failure around the failure part and related parts, regardless of the failure part when detecting a failure of each sensor, actuator, device, or mechanical mechanism that constitutes the transmission A control device for an automatic transmission, characterized in that an integrated fail-safe control is executed. The control apparatus for an automatic transmission according to claim 1,
The automatic transmission control apparatus is characterized in that the fail-safe control to be executed can be selected in advance according to a failure part. The fail-safe control method and apparatus for an automatic transmission according to claim 1,
An automatic transmission control device characterized in that the number and pattern of integrated and grouped fail-safe controls is smaller than that of failure detection means provided in accordance with a failure part. The fail-safe control method and apparatus for an automatic transmission according to claim 1,
A control device for an automatic transmission comprising a fail-safe mode for prohibiting at least self-running of a vehicle and stopping the vehicle as integrated / grouped fail-safe control. The fail-safe control method and apparatus for an automatic transmission according to claim 1,
A control device for an automatic transmission, comprising: a fail-safe mode that maintains at least the currently selected gear train as integrated / grouped fail-safe control. The fail-safe control method and apparatus for an automatic transmission according to claim 1,
When fail-safe control execution integrated and grouped by detecting the failure of each sensor, actuator, device, and mechanical mechanism constituting the transmission is started, the started fail-safe control is performed regardless of the state of the failure detection result. A control device for an automatic transmission characterized by continuously executing the operation. A plurality of friction transmission mechanisms for transmitting / interrupting driving force between the output shaft of the driving force generation source and the transmission output shaft of the gear type transmission, and a plurality of transmission input shafts respectively connected to the friction transmission mechanism And a control method of an automatic transmission having a plurality of gear trains selectively connecting the plurality of transmission input shafts and the transmission output shaft by selecting a plurality of synchronous meshing functions,
Integrates / groups according to the degree of impact on the vehicle that is assumed from the failure around the failure part and related parts, regardless of the failure part when detecting a failure of each sensor, actuator, device, or mechanical mechanism that constitutes the transmission A control method for an automatic transmission, characterized in that an integrated fail-safe control is executed. The fail-safe control method for an automatic transmission according to claim 7,
The control method of the automatic transmission characterized in that the fail-safe control to be executed can be selected in advance according to the failure part. The fail-safe control method and apparatus for an automatic transmission according to claim 7,
A control method for an automatic transmission characterized in that the number and pattern of integrated and grouped fail-safe controls is smaller than that of failure detection means provided according to a failure part. The method of controlling an automatic transmission according to claim 7,
A control method for an automatic transmission, comprising: a fail-safe mode that at least prohibits the vehicle from running on its own and that stops the vehicle as integrated and grouped fail-safe control. The control apparatus for an automatic transmission according to claim 7,
A method for controlling an automatic transmission comprising a fail-safe mode for maintaining traveling in at least a currently selected gear train as integrated / grouped fail-safe control. The fail-safe control method and apparatus for an automatic transmission according to claim 7,
When fail-safe control execution integrated and grouped by detecting the failure of each sensor, actuator, device, and mechanical mechanism constituting the transmission is started, the started fail-safe control is performed regardless of the state of the failure detection result. A fail-safe control method and apparatus for an automatic transmission characterized by continuously executing

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