CN101260937A - Automatic transmission - Google Patents
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- CN101260937A CN101260937A CNA2008100832661A CN200810083266A CN101260937A CN 101260937 A CN101260937 A CN 101260937A CN A2008100832661 A CNA2008100832661 A CN A2008100832661A CN 200810083266 A CN200810083266 A CN 200810083266A CN 101260937 A CN101260937 A CN 101260937A
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- speed change
- friction element
- change level
- control mechanism
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Abstract
In an automatic transmission of this invention, a determination as to whether or not a failure has occurred in a friction element is made repeatedly while a vehicle is traveling, and control to specify the failed friction element is begun when a vehicle speed falls to or below a predetermined value for the first time following detection of the failure in the friction element (S1, S3). When the failed friction element has been specified (S4, S13, S15, S24, S26, S35, S37), usable gear positions are determined on the basis of the specified friction element, whereupon shift control is performed using only the usable gear positions (S5, S14, S16, S25, S27, S36, S38, S39).
Description
Technical field
The control that trouble location when the present invention relates to friction element to the step type automatic transmission and breaking down is determined.
Background technique
The step type automatic transmission has planetary gears and a plurality of friction element, makes it become desirable speed change level by the coupled situation of switching each friction element and carries out the switching of speed change level.
In such automatic transmission, be well known that, guarantee travelling when the release fault having taken place at friction element or connected fault, and determine the control of the friction element that breaks down.
For example patent documentation 1 disclosed technology is, corresponding each speed change level and performance data when storing friction element in advance and breaking down are determined the friction element that breaks down with actual velocity ratio and are the release faults or connect the such fault form of fault according to the data of this storage.
Patent documentation 1:(Japan) spy opens flat 11-280886 communique
In the above-mentioned existing technology, carrying out once the normal, unusual of each friction element after connecting igniting immediately judges, judging under the normal situation, no longer carrying out normal, unusual judgement before the connection igniting, promptly in this driving circulation, no longer judging to next time.Therefore,, also when connecting igniting next time, be judged as unusually, therefore, when determining friction element, need for a long time, make travelling descend even friction element breaks down under steam.Usually, the driver has been taken place at vehicle under the situation of certain fault, and the worry motor can not be restarted and scarcely disconnect igniting, and at this moment, the problems referred to above are particularly remarkable.
Summary of the invention
The object of the present invention is to provide a kind of automatic transmission, can earlier detection out of order situation take place and determine trouble location, suppress the decline of travelling to greatest extent.
The invention provides a kind of automatic transmission, possess planetary pinion and a plurality of friction element, realize instructing the speed change level by the connection releasing state of switching a plurality of friction elements, and possess a plurality of speed change levels as this instruction speed change level, wherein, comprise: faut detection mechanism, though though it detects in vehicle operating repeatedly whether the release fault that connection order can not connect has taken place in the friction element to export or exported the connection fault that releases order and can not discharge; Trouble location is determined control mechanism, after fault takes place the speed of a motor vehicle is reduced to specified value when following being detected by faut detection mechanism, and trouble location determines that control mechanism begins to determine the control of the friction element that breaks down; The self-protection control mechanism; when determining the friction element that control mechanism is determined to break down by trouble location; the self-protection control mechanism decides spendable speed change level based on the friction element that is determined, and only utilizes described spendable speed change level to carry out speed Control.
According to the present invention, in vehicle operating, detect friction element repeatedly whether fault has taken place, detecting friction element when breaking down, begin the speed of a motor vehicle is reduced to below the specified value, begin to determine the control of the friction element that breaks down, therefore, can shorten friction element and be detected and determined to take place needed time of friction element of fault to fault after breaking down.Thereby, owing to can earlier begin to carry out self-protection control, so the reduction of travelling can be suppressed to irreducible minimum.
Description of drawings
Fig. 1 is the outline figure of formation of the automatic transmission of expression present embodiment;
Fig. 2 is the circuit diagram of the oil hydraulic circuit of expression CVU;
Fig. 3 is the association list of coupled situation of each linkage member of each speed change level of expression;
Fig. 4 is the alignment chart of the rotation status of each rotary component in each speed change level of expression;
Fig. 5 is the flow chart of control of the automatic transmission of expression present embodiment;
Fig. 6 is the alignment chart of the rotation status of each rotary component in expression 1 retaining and 1.5 retainings;
Fig. 7 is the alignment chart of the rotation status of each rotary component in expression 2 retainings;
Fig. 8 is the alignment chart of the rotation status of each rotary component in expression 3 retainings.
Description of reference numerals
G1 first planetary pinion
G2 second planetary pinion
G3 the third line star gear
G4 fourth line star gear
The B1 front brake
The B2 low brake
B3 2346 breaks
The B4 break that reverses gear
The C1 input clutch
The C2 direct clutch
C3 H﹠amp; The LR clutch
20 ATCU
Embodiment
Below, with reference to detailed description embodiments of the present invention such as accompanying drawings.
Fig. 1 is the outline figure that the automatic transmission of expression present embodiment constitutes.Automatic transmission in the present embodiment is the 7 step type automatic transmission of keeping off the slow asterns retaining of advancing, the driving force of motor Eg is imported from input shaft Input via torque-converters TC, after utilizing four planetary pinions and seven friction elements with the rotational speed speed change, export from output shaft Output.In addition, oil pump OP is set coaxially, utilizes the driving force of motor Eg to be rotated driving so that oil pressure is pressurizeed with the pump impeller of torque-converters TC.
In addition, be provided with the automatic transmission controller (ATCU) 20 of the engine controller (ECU) 10 of the drive condition of control motor Eg, the speed change state of control automatic transmission etc., control the control valve unit (CVU) 30 of the oil pressure of each linkage member based on the output signal of ATCU20.In addition, ECU10 and ATCU20 all are connected via CAN order wire etc., also utilize communication shared sensor information and control information each other.
On ECU10, be connected with the APO sensor 1 of the accelerator-pedal operation amount that detects the driver, the engine rotary speed sensor 2 of detection of engine rotational speed and the throttle sensor 7 that detects throttle opening.ECU10 controls fuel injection amount and throttle opening based on engine rotary speed and accelerator-pedal operation amount, controls the rotational speed and the torque of motor thus.
On ATCU20, be connected with the first turbine rotational speed sensor 3 of the rotational speed that detects the first planet carrier PC1, the second turbine rotational speed sensor 4 of rotational speed that detects the first ring gear R1 and the Circuit breaker 6 that detects driver's speed change lever serviceability, at the D gear, selection is exported the control command that realizes instruction speed change level based on the only instruction speed change level of vehicle velocity V sp and accelerator-pedal operation amount APO to control valve unit CVU.
Below, the change gear mechanism that transmits to output shaft Output when the rotational speed speed change with input shaft Input is described.In change gear mechanism, be furnished with the first planetary gear set GS1 and the second planetary gear set GS2 successively from input shaft Input side direction output shaft Output side vertically.In addition,, dispose a plurality of clutch C1, C2, C3 and break B1, B2, B3, B4, in addition, also be furnished with a plurality of overrunning clutch F1, F2 as friction element.
The first planetary pinion G1 be have the first sun gear S1, the first ring gear R1, to single pinion type planetary pinion of the first planet carrier PC1 that supports of the first small gear P1 of two gear S1, R1 engagement.The second planetary pinion G2 be have secondary sun wheel S2, the second ring gear R2, to single pinion type planetary pinion of the second planet carrier PC2 that supports of the second small gear P2 of two gear S2, R2 engagement.The third line star gear G3 be have the 3rd sun gear S3, the 3rd ring gear R3, to single pinion type planetary pinion of the third line star frame PC3 of supporting of third pinion P3 of two gear S3, R3 engagement.Fourth line star gear G4 be have the 4th sun gear S4, the 4th ring gear R4, to single pinion type planetary pinion of the fourth line star frame PC4 that supports of fourth pinion P4 of two gear S4, R4 engagement.
Input shaft Input is connected with the second ring gear R2, will be from the rotary driving force of motor Eg via inputs such as torque-converters TC.Output shaft Output is connected with the third line star frame PC3, will export rotary driving force by main reducing gear etc. and be delivered to driving wheel.
The first connector element M1 is for connecting the member of the first ring gear R1, the second planet carrier PC2 and the 4th ring gear R4 integratedly.The second connector element M2 is for connecting the member of the 3rd ring gear R3 and fourth line star frame PC4 integratedly.The 3rd connector element M3 is the member that one connects the first sun gear S1 and secondary sun wheel S2.
The first planetary gear set GS1 is connected the first planetary pinion G1 and the second planetary pinion G2 by the first connector element M1 with the 3rd connector element M3, and is made of four rotatable members.In addition, the second planetary gear set GS2 connects the third line star gear G3 and fourth line star gear G4 by the second connector element M2, is made of five rotatable members.
Among the first planetary gear set GS1, torque is imported to the second ring gear R2 from input shaft Input, and the torque that is transfused to is exported to the second planetary gear set GS2 via the first connector element M1.In the second planetary gear set GS2, torque, is imported to the 4th ring gear R4 via the first connector element M1 directly to second connector element M2 input from input shaft Input simultaneously, and the torque that is transfused to is exported to output shaft Output from the third line star frame PC3.
Input clutch C1 is for disconnecting, connect the clutch of the input shaft Input and the second connector element M2 selectively.Direct clutch C2 is for disconnecting, connect the clutch of the 4th sun gear S4 and fourth line star frame PC4 selectively.
H﹠amp; LR clutch C3 is for disconnecting, connect the clutch of the 3rd sun gear S3 and the 4th sun gear S4 selectively.In addition, between the 3rd sun gear S3 and the 4th sun gear S4, dispose the second overrunning clutch F2.Thus, H﹠amp; LR clutch C3 is released, and during greater than the 3rd sun gear S3, the 3rd sun gear S3 and the 4th sun gear S4 produce independently rotational speed in the rotational speed of the 4th sun gear S4.Therefore, the third line star gear G3 and fourth line star gear G4 connect and compose via the second connector element M2, and each planetary pinion is realized independently velocity ratio.
The break that front brake B1 stops for the rotation that makes the first planet carrier PC1 selectively.In addition, dispose the first overrunning clutch F1 side by side with front brake B1.The break that low brake B2 stops for the rotation that makes the 3rd sun gear S3 selectively.The break that 2346 break B3 stop for the rotation that makes the 3rd connector element M3 that connects the first sun gear S1 and secondary sun wheel S2 selectively.The break that the break B4 that reverses gear stops for the rotation that makes fourth line star frame PC4 selectively.
Below, the oil hydraulic circuit of CVU30 is described with reference to Fig. 2.Fig. 2 is the circuit diagram of the oil hydraulic circuit of expression CVU.
Be provided with in oil hydraulic circuit: as the oil pump OP of oil pressure source, it utilizes engine-driving; Hand control valve MV, itself and driver's speed change lever operation interlock and the oil circuit of supplying pipe line pressure PL is switched; Pilot valve PV, it presses pipeline the certain pressure of the regulation that reduces pressure.
In addition, also be provided with: to the connection pressure of low brake B2 carry out pressure regulation the first pressure regulator valve CV1, to the connection pressure of input clutch C1 carry out pressure regulation the second pressure regulator valve CV2, to the connection pressure of front brake B1 carry out the 3rd pressure regulator valve CV3 of pressure regulation, to H﹠amp; The 6th pressure regulator valve CV6 that the connection pressure of LR clutch C3 carries out the 4th pressure regulator valve CV4 of pressure regulation, the connection pressure of 2346 break B3 is carried out the 5th pressure regulator valve CV5 of pressure regulation, the connection pressure of direct clutch C2 carried out pressure regulation.
In addition, also be provided with: the first switching valve SV1, it will switch to connected state to the either party in the supply oil circuit of low brake B2 and input clutch C1; The second switching valve SV2, it switches to connected state with the either party in the supply oil circuit of relative direct clutch C2 supply D gear pressure and R gear pressure; The 3rd switching valve SV3, its oil pressure that will supply with the break B4 that reverses gear switches between from the supply oil pressure of the 6th pressure regulator valve CV6 and the supply oil pressure from R gear pressure; The 4th switching valve SV4, it will be switched between oil circuit 123 and oil circuit 122 by the oil pressure of the 6th pressure regulator valve CV6 output.
In addition, be provided with control signal, to the first solenoid valve SOL1 of first pressure regulator valve CV1 output pressure regulation signal based on ATCU20, the second solenoid valve SOL2 to second pressure regulator valve CV2 output pressure regulation signal, the 3rd solenoid valve SOL3 to the 3rd pressure regulator valve CV3 output pressure regulation signal, the 4th solenoid valve SOL4 to the 4th pressure regulator valve CV4 output pressure regulation signal, the 5th solenoid valve SOL5 to the 5th pressure regulator valve CV5 output pressure regulation signal, the 6th solenoid valve SOL6 to the 6th pressure regulator valve CV6 output pressure regulation signal, the 7th solenoid valve SOL7 to the first switching valve SV1 and the 3rd switching valve SV3 output switching signal.
By the delivery pressure of engine-driven oil pump OP after being adjusted to line pressure, supply with to oil circuit 101 and oil circuit 102.In oil circuit 101, be connected with: oil circuit 101a, it connects the hand control valve MV that operates the interlock action with driver's speed change lever; Oil circuit 101b, it supplies with the former pressure of the connection pressure of front brake B1; Oil circuit 101c, it supplies with H﹠amp; The former pressure of the connection pressure of LR clutch C3.
Connecting oil circuit 105 on the hand control valve MV and supplying with, operate according to speed change lever and switch oil circuit 105 and oil circuit 106 at the oil circuit 106 that retreats the R gear pressure of selecting when travelling.
The oil circuit 105d of the former pressure of the connection pressure of the oil circuit 105c of the former pressure of the connection pressure of oil circuit 105b, the supply 2346 break B3 of the former pressure of the connection pressure of the oil circuit 105a of the former pressure of the connection pressure of connection supply low brake B2, supply input clutch C1, supply direct clutch C2 and the oil circuit 105e that supplies with the switch pressure of the second switching valve SV2 described later on oil circuit 105.
On oil circuit 106, connect to supply with the reverse gear oil circuit 106c of former pressure of connection pressure of break B4 of the oil circuit 106a of the switch pressure of the second switching valve SV2, the oil circuit 106b of former pressure of connection pressure that supplies with direct clutch C2 and supply.
On oil circuit 102, connect the oil circuit 103 of supplying with first pilot (パ イ ロ Star ト pressure) via pilot valve PV.In oil circuit 103, be provided with first pilot supply with the first solenoid valve SOL1 oil circuit 103a, with first pilot supply with the second solenoid valve SOL2 oil circuit 103b, with first pilot supply with the 3rd solenoid valve SOL3 oil circuit 103c, with first pilot supply with the 4th solenoid valve SOL4 oil circuit 103d, with first pilot supply with the 5th solenoid valve SOL5 oil circuit 103e, first pilot is supplied with the oil circuit 103f of the 6th solenoid valve SOL6 and the oil circuit 103g that first pilot is supplied with the 7th solenoid valve SOL7.
Below, with reference to the action of Fig. 3,4 explanation change gear mechanisms.Fig. 3 is the association list of coupled situation of each linkage member of each speed change level of expression, and this linkage member of zero symbolic representation becomes coupled situation, (zero) symbolic representation when selecting the gear positions of engine brake work, this linkage member becomes coupled situation.Fig. 4 is the alignment chart of the rotation status of each rotary component in each speed change level of expression.
In 1 retaining, only connect low brake B2, the first overrunning clutch F1 and second overrunning clutch F2 engaging.In addition, do the time spent at engine brake and also connect front brake B1 and H﹠amp; LR clutch C3.
By first overrunning clutch F1 engaging being prevented the rotation of the first planet carrier PC1, therefore, utilize the first planetary gear set GS1 to slow down to the rotation of second ring gear R2 input from input shaft Input, this rotation is exported to the 4th ring gear R4 from the first connector element M1.In addition, because by connecting the rotation that low brake B2, the engaging second overrunning clutch F2 prevent the 3rd sun gear S3 and the 4th sun gear S4, therefore, the rotation that is input to the 4th ring gear R4 utilizes the second planetary gear set GS2 to slow down and exports from the third line star frame PC3.
That is, shown in the alignment chart of Fig. 4, the rotation of input shaft Input is slowed down by the first planetary gear set GS1, is slowed down by the second planetary gear set GS2 again, exports from output shaft Output then.
In 2 retainings, low brake B2 and 2346 break B3 connect, second overrunning clutch F2 engaging.In addition, do the time spent at engine brake and also connect H﹠amp; LR clutch C3.
By connecting the rotation that 2346 break B3 prevent the first sun gear S1 and secondary sun wheel S2, therefore, only utilize the second planetary pinion G2 to slow down from input shaft Input to the rotation of second ring gear R2 input, this rotation outputs to the 4th ring gear R4 from the first connector element M1.In addition, because by connecting low brake B2, the engaging second overrunning clutch F2, prevent the rotation of the 3rd sun gear S3 and the 4th sun gear S4, therefore, utilize the second planetary gear set GS2 to slow down and export from the third line star frame PC3 to the rotation of the 4th ring gear R4 input.
That is, shown in the alignment chart of Fig. 4, the rotation of input shaft Input is slowed down by the first planetary gear set GS1, after being slowed down by second planetary gear set, exports from output shaft Output again.
In 3 retainings, low brake B2,2346 break B3 and direct clutch C2 connect.
By connecting the rotation that 2346 break B3 prevent the first sun gear S1 and secondary sun wheel S2, therefore, only slowed down by the second planetary pinion G2 to the rotation of second ring gear R2 input from input shaft Input, this rotation is exported to the 4th ring gear R4 from the first connector element M1.In addition, by connecting direct clutch C2, the rotation of fourth line star gear G4 one.Therefore, fourth line star gear G4 is relevant with transmission of torque and irrelevant with decelerating effect.In addition, because by connecting the rotation that low brake B2 prevents the 3rd sun gear S3, the rotation that event is imported to the 3rd ring gear R3 from the fourth line star frame PC4 with the rotation of the 4th ring gear R4 one via the second connector element M2, after utilizing the third line star gear G3 to slow down, export from the third line star frame PC3.
That is, shown in the alignment chart of Fig. 4, the rotation of input shaft Input is slowed down by the first planetary gear set GS1, after being slowed down by the third line star gear G3 among the second planetary gear set GS2, exports from output shaft Output again.
In 4 retainings, 2346 break B3, direct clutch C2 and H﹠amp; LR clutch C3 connects.
By connecting the rotation that 2346 break B3 prevent the first sun gear S1 and secondary sun wheel S2, therefore, only utilize the second planetary pinion G2 to slow down from input shaft Input to the rotation of second ring gear R2 input, this rotation is exported to the 4th ring gear R4 from the first connector element M1.In addition, because by connecting direct clutch C2 and H﹠amp; Therefore LR clutch C3 and make second planetary gear set GS2 one rotation, to the rotation of the 4th ring gear R4 input, intactly exports from the third line star frame PC3.
That is, shown in the alignment chart of Fig. 4, the rotation of input shaft Input is slowed down by the first planetary gear set GS1, can't help the second planetary gear set GS2 to slow down, and exports from output shaft Output.
In 5 retainings, input clutch C1, direct clutch C2 and H﹠amp; LR clutch C3 connects.
By connecting input clutch C1, the rotation of input shaft Input is directly imported to the second connector element M2.In addition, by with direct clutch C2 and H﹠amp; LR clutch C3 connects, the rotation of the second planetary gear set GS2 one, and therefore, the rotation of input shaft Input is intactly exported from the third line star frame PC3.
That is, shown in the alignment chart of Fig. 4, the rotation of input shaft Input be can't help the first planetary gear set GS1 and the second planetary gear set GS2 and is slowed down, but intactly exports from output shaft Output.
In 6 retainings, input clutch C1, H﹠amp; LR clutch C3 and 2346 break B3 connect.
By input clutch C1 is connected, the rotation of input shaft Input is imported to second ring gear, directly imports to the second connector element M2 simultaneously.In addition, because by 2346 break B3 being connected the rotation of preventing the first sun gear S1 and secondary sun wheel S2, therefore, the rotation of input shaft Input is decelerated by the second planetary pinion G2, and exports to the 4th ring gear R4 from the first connector element M1.
Because by connecting H﹠amp; LR clutch C3, the rotation of the 3rd sun gear S3 and the 4th sun gear S4 one, therefore, rotation and the rotation of the second connector element M2 rotation that will stipulate of the second planetary gear set GS2 by the 4th ring gear R4 exported from the third line star frame PC3.
That is, shown in the alignment chart of Fig. 4, the part of the rotation of input shaft Input is decelerated in the first planetary gear set GS1, in the second planetary gear set GS2 by speedup after, export from output shaft Output.
In 7 retainings, input clutch C1, H﹠amp; LR clutch C3 and front brake B1 connect, first overrunning clutch F1 engaging.
By connecting input clutch C1, the rotation of input shaft Input is imported to the second ring gear R2, directly imports to the second connector element M2 simultaneously.In addition, by connecting the rotation that front brake B 1 prevents the first planet carrier PC3, therefore, the rotation of input shaft Input utilizes the first planetary gear set GS1 to slow down, and this rotation outputs to the 4th ring gear R4 from the first connector element M1.
In addition, by connecting H﹠amp; LR clutch C3, the rotation of the 3rd sun gear S3 and the 4th sun gear S4 one, therefore, rotation and the rotation of the second connector element M2 rotation that will stipulate of the second planetary gear set GS2 by the 4th ring gear R4 exported from the third line star frame PC3.
That is, shown in the alignment chart of Fig. 4, the part of the rotation of input shaft Input is decelerated in the first planetary gear set GS1, in the second planetary gear set GS2 by speedup after, export from output shaft Output.
Retreat in the retaining H﹠amp; LR clutch C3, front brake B1 and the break B4 that reverses gear connect.
By connecting the rotation that front brake B 1 prevents the first planet carrier PC1, therefore, the rotation of input shaft Input utilizes the first planetary gear set GS1 to slow down, and this rotation is exported to the 4th ring gear R4 from the first connector element M1.
In addition, by connecting H﹠amp; LR clutch C3, the 3rd sun gear S3 and the rotation of the 4th sun gear S4 one, prevent the rotation of the second connector element M2 by the connection break B4 that reverses gear, therefore, in the second planetary gear set GS2, the rotation of the 4th ring gear R4 and the 4th sun gear S4, the 3rd sun gear S3, the third line star frame PC3 oppositely and transmit export from the third line star frame PC3.
That is, shown in the alignment chart of Fig. 4, being rotated among the first planetary gear set GS1 of input shaft Input is decelerated, and after the counter-rotating, exports from output shaft Output in the second planetary gear set GS2.
Automatic transmission as above constitutes, and according to the shift cable of setting based on the speed of a motor vehicle and throttle opening, switches to desirable speed change level between 1 retaining～7 retainings.At this moment, when some friction elements break down, can not realize desirable speed change level, travelling descends.The control of being undertaken by ATCU20 when therefore, with reference to the flow chart of Fig. 5 friction element being broken down describes.
Fig. 5 is the flow chart of the control of the automatic transmission in the expression present embodiment.When a certain friction element that originally is controlled at automatic transmission breaks down, determined to take place the friction element of fault, determined that simultaneously its fault is to discharge fault or connection fault, carries out self-protection control according to trouble location and fault form.In addition, the so-called fault that discharges is meant that the friction element of having exported connection order not exclusively connects and be that still the fault of releasing state, so-called connection fault are meant that having exported the friction element that releases order does not discharge and still be the fault of coupled situation.
In step S1 (faut detection mechanism), judge whether to detect the interlocking fault, velocity ratio is unusual, neutral is unusual and crosses in rotating any unusual.Detecting any when unusual, enter step S2, if just all do not detect execution in step S1 once more.
So-called interlocking fault is meant, because the connection order of relative friction element, the unnecessary friction element that is not instructed connect, thereby the rotation of the input shaft Input of speed changer or output shaft Output is by the state of locking, for example, the retardation of the vehicle when break is not worked reaches specified value when above, detects the interlocking fault has taken place.
So-called neutral is meant unusually, because the part of the connection order of relative friction element, the friction element that is instructed does not connect, thereby the transmission of power of input shaft is less than the state of output shaft, for example, the velocity ratio of relative instruction speed change level, actual transmission are than when above, detecting to neutral has taken place unusual greater than specified value.
So-called velocity ratio is meant unusually, the friction element of the state of the connection order of relative friction element, the connection off-capacity of friction element or the remaining part that is not instructed has the state of connection capacity, for example, the velocity ratio of relative instruction speed change level, depart from specified value when above, promptly detect velocity ratio when unusual and taken place unusually not being judged as neutral at the actual transmission ratio.
What is called is crossed rotation and is meant, the rotational speed of the rotating member beyond input shaft Input and the output shaft Output rises to the state of the rotational speed that can not obtain when the speed change level is instructed in normal realization, for example, detecting the rotational speed of the rotating member of regulation directly or indirectly, is that specified value detects when above rotation had taken place to cross in this rotational speed.
In step S2, according to detected fault in step S1 or fix tentatively self-protection unusually.Tentative self-protection is undertaken by for example the speed change level being fixed on the speed change level that detects beyond fault or the speed change level when unusual.
In step S3, judge whether vehicle stops.If vehicle stops just to enter step S4, if do not stop then execution in step S3 once more.In addition, whether whether stop according to the speed of a motor vehicle be that the regulation speed of a motor vehicle (for example 5km/h) is following to vehicle judge.
In step S4 (trouble location is determined control mechanism), judge whether detected fault is that neutral is unusual in step S1, and whether the instruction speed change level when detecting is 1～3 retaining.When satisfying condition, enter step S5 (self-protection control mechanism), utilize 4,5,6 retainings to carry out speed Control as formal self-protection.When non-neutral is unusual or instruction speed change level when 1～3 retaining, do not enter step S6.
In detected fault is that the unusual and instruction speed change level when detecting of neutral is when being 1～3 retaining, can infer the low brake B2 that is always coupled situation at 1～3 retaining the release fault has taken place, therefore, avoid using 1～3 retaining of low brake B2 and utilize 4,5,6 retainings to carry out speed Control.
In control as follows, survey control, make instruction speed change level experience keep off 3 retainings from 1, whether show that according to its actual speed change level of relative instruction speed change level normal value determines trouble location.
In step S6, will instruct the speed change level to be set at 1 retaining.At this, the instruction speed change level and the speed of a motor vehicle and throttle opening have nothing to do and are set to 1 retaining, also are fixed as 2 retainings, 3 retainings in step S17 described later, S18 too respectively.That is, in carrying out the later step of this step, forbid carrying out upshift or downshift conversion based on the speed of a motor vehicle and throttle opening.
In step S7, judge whether each signal of output shaft rotation speed sensor 5, the first turbine rotational speed sensor 3, the second turbine rotational speed sensor 4, throttle sensor 7, engine rotary speed sensor 2 and Circuit breaker 6 is normal.If signal normally then enter step S9,, continue to travel with a retaining later on if abnormal signal then enter step S8 will instruct the speed change level to be fixed on a retaining.
At this, when instruction speed change level was 1 retaining, low brake B2 sent connection order relatively, even other friction element takes place to connect fault under this state, as long as actual transmission than beyond the velocity ratio that becomes corresponding 1 retaining the fault of chain grade can not take place further.So, can accurately not determine under the situation of trouble location at abnormal signal, by instructing speed change level stuck-at-retaining, prevent to carry out wrong self-protection and the too much problem of abrasion of the decline of travelling and friction element takes place.
In step S9 (fault determines to forbid decision mechanism), judge that respectively whether vehicle velocity V sp is than fixing speed height, whether the rotational speed TbnREV of turbine wheel is higher than the regulation rotation, whether the aperture Tvo of throttler valve is bigger than the regulation aperture, and whether the value Ne-Nt of rotational speed that deducts turbine wheel from engine rotary speed is bigger than specified value.Enter step S10 when satisfying all conditions, return step S7 when a condition does not satisfy.
When the output shaft Output of speed changer does not rotate, just can not accurately detect velocity ratio, therefore, fixing speed is set for and can be judged the value that can detect the speed of a motor vehicle of velocity ratio exactly.Equally, when the input shaft Input of speed changer does not rotate, just can not detect velocity ratio exactly, therefore, the regulation rotation becomes can judge the value of turbine wheel rotation with the degree set that can accurately detect velocity ratio.In addition, the driving force of motor Eg will be transmitted to output shaft Output from the input shaft Input of speed changer, promptly sets regulation aperture and specified value and is not idling mode but travelling state judging.
In step S10 (bar position detecting mechanism), judge that shift signal is whether beyond P, R, N.If shift signal beyond P, R, N, be the gear that travels that advances, then enter step S11, if shift signal is that P, R, N then return step S7.
Since friction element engaging-in dirt etc. between the hole of the traveller of the pressure regulator valve of the oil pressure of adjusting friction element and valve body, the connection fault that causes thereby the valve that mostly occurs blocks.When such fault took place, when sailing gear to P, R, N gear change gear, oil pressure was discharged from manual mouthful in the past, and therefore, the change of oil pressure that acts on pressure regulator valve is big, and consequently, traveller leaves valve body sometimes, removes to connect fault.So, carrying out in the middle of this control, after gear is sailed gear in the past and is altered to P, R, N gear, data are before reset, repeat once more to control.
In step S11, detect the actual transmission ratio.The actual transmission ratio is calculated divided by the rotational speed of output shaft Output by the rotational speed of the input shaft Input of speed changer.
In step S12, whether decision instruction speed change level has passed through the stipulated time after being set at 1 retaining.Stipulated time is made as adequate time except that the situation of the condition that temporarily satisfies step S9, for example is set at 2s.
In step S13 (trouble location is determined control mechanism), judge whether the actual transmission ratio is equivalent to 1.5 retainings.If the actual transmission ratio is equivalent to 1.5 retainings, then enter step S14 (self-protection control mechanism), as formal self-protection, utilize 3,4,5 retainings to carry out speed Control, if the actual transmission ratio is outside 1.5 retainings, then enter step S15.At this, so-called actual gear ratio is equivalent to 1.5 retainings and is meant what in the alignment chart of Fig. 6 low brake B2, the first overrunning clutch F1 and direct clutch C2 realized when connecting.Present instruction speed change level is a retaining, only to low brake B2 output connection order, therefore, can judge that the connection fault has taken place direct clutch C2.Thereby only utilizing the speed change level that connects direct clutch C2 is that 3,4,5 retainings carry out speed Control.
In step S15 (trouble location is determined control mechanism), judge whether the actual transmission ratio is equivalent to 2 retainings.If the actual transmission ratio is equivalent to 2 retainings, then enter step S16 (self-protection control mechanism), as formal self-protection, utilize 2,3,4 retainings to carry out speed Control, if the actual transmission ratio is outside 2 retainings, then enter step S17.At this, though so-called instruction speed change level is a retaining but the actual transmission ratio is equivalent to 2 retainings is meant, when 1 retaining of the association list of comparison diagram 3 and 2 retainings, the situation of connection fault takes place in 2346 breaks, therefore, only utilize 2,3,4 retainings in the speed change level that connects 2346 breaks to carry out speed Control.
To instruct the speed change level to be set at 2 retainings at step S17.
In step S18, judge whether each signal of output shaft rotation speed sensor 5, the first turbine rotational speed sensor 3, the second turbine rotational speed sensor 4, throttle sensor 7, engine rotary speed sensor 2 and Circuit breaker 6 is normal.If signal normally then enter step S20, if abnormal signal then enter step S19 and will instruct the speed change level to be fixed as a retaining.
In step S20 (fault determines to forbid decision mechanism), whether the value Ne-Nt that judge respectively whether whether high than the regulation rotation than the rotational speed TbnREV of fixing speed height, turbine wheel whether vehicle velocity V sp aperture Tvo, throttler valve bigger than regulation aperture, deducts after the rotational speed of turbine wheel from engine rotary speed is bigger than specified value.Enter step S21 when satisfying all conditions, return step S18 when a condition does not satisfy.
In step S21 (bar position detecting mechanism), judge whether shift signal is outside P, R, the N.If shift signal outside P, R, N, be and advance when travelling gear, enter step S22, if shift signal is P, R, N then returns step S6.
As the explanation of in above-mentioned steps S10, carrying out, the connection fault of friction element is sometimes by being disengaged from the gear that advances gear to P, R, N shift transformation, therefore, then make travelling decline because of excessive control sometimes if keeping this moment by instruct the speed change level to determine as the trouble location among 1 step S6～S16 of carrying out of retaining to proceed following control under the result's that control obtains the state.Therefore, gear will instruct the speed change level to be set at 1 retaining in the past once more when sailing shift transformation to P, R, N gear, begin to repeat trouble location and determine control.
In step S22, detect the actual transmission ratio.
In step S23, whether decision instruction speed change level has passed through the stipulated time after being set at 2 retainings.If passed through the stipulated time then entered step S24, if then do not return step S18 through the stipulated time.
In step S24 (trouble location is determined control mechanism), judge whether the actual transmission ratio is equivalent to 1 retaining.Then enter step S25 (self-protection control mechanism) if the actual transmission ratio is equivalent to 1 retaining,, utilize 1,5,7 retainings to carry out speed Control,, then enter step S26 if the actual transmission ratio is outside 1 retaining as formal self-protection.At this, though so-called instruction speed change level be 2 retainings the actual transmission ratio is equivalent to 1 retaining to be meant, the situation of fault takes place to discharge in 1 retaining of the association list of comparison diagram 3 and 2 whens retaining, 2346 breaks, therefore, only utilizes the speed change level that discharges 2346 breaks promptly 1,5,7 to keep off and carry out speed Control.
In step S26 (trouble location is determined control mechanism), judge whether the actual transmission ratio is the velocity ratio (ILK) that is equivalent to interlock.If actual transmission than the velocity ratio that is equivalent to interlock, then enters step S27 (self-protection control mechanism),, utilize 1,2,5,7 retainings to carry out speed change, if actual transmission then enters step S28 than for beyond the velocity ratio that is equivalent to interlock as formal self-protection.In the interlocking fault, velocity ratio diminishes during the input shaft locking, and velocity ratio becomes big during the output shaft locking, therefore, when velocity ratio is bigger than the velocity ratio that is equivalent to 1 retaining or than being equivalent to 2 velocity ratios that keep off hour, is judged as the velocity ratio of suitable interlocking.
When instruction speed change level is 2 retainings, shown in the alignment chart of Fig. 7, to low brake B2 and 2346 break B3 output connection order, under this state, when front brake B1 takes place to connect fault, prevent first planet carrier PC1 rotation, therefore the interlocking fault of input shaft Input locking takes place.Thereby only utilizing the speed change level that connects front brake B1 is that 1,2,5,7 retainings carry out speed Control.
In step S28, will instruct the speed change level to be set at 3 retainings.
In step S29, judge whether each signal of output shaft rotation speed sensor 5, the first turbine rotational speed sensor 3, the second turbine rotational speed sensor 4, throttle sensor 7, engine rotary speed sensor 2 and Circuit breaker 6 is normal.If signal is normally then enter step S31, if abnormal signal then enter step S30, and will instruct the speed change level to be fixed as 1 retaining.
In step S31 (fault determines to forbid decision mechanism), whether the value Ne-Nt that judge respectively whether whether high than the regulation rotation than the rotational speed TbnREV of fixing speed height, turbine wheel whether vehicle velocity V sp aperture Tvo, throttler valve bigger than regulation aperture, deducts after the rotational speed of turbine wheel from engine rotary speed is bigger than specified value.Enter step S32 when satisfying all conditions, return step S29 when a condition does not satisfy yet.
In step S32 (bar position detecting mechanism), judge whether shift signal is beyond P, R, the N.If shift signal is beyond P, R, the N, is the gear that travels that advances, then enter step S33, if shift signal is that P, R, N then return step S6.
In step S33, detect the actual transmission ratio.
In step S34, whether decision instruction speed change level has passed through the stipulated time after being set at 3 retainings.Then enter step S35 if passed through the stipulated time, if then do not return step S29 through the stipulated time.
In step S35 (trouble location is determined control mechanism), judge whether the actual transmission ratio is equivalent to 2 retainings.Then enter step S36 (self-protection control mechanism) if the actual transmission ratio is equivalent to 2 retainings,, utilize 1,2 retainings to carry out speed Control,, then enter step S37 if the actual transmission ratio is outside 2 retainings as formal self-protection.At this, though so-called instruction speed change level be 3 retainings the actual transmission ratio is equivalent to 2 retainings is meant that when 2 retainings of the association list of comparison diagram 3 and 3 retainings, the situation of release fault takes place direct clutch C2, therefore, only utilize 1,2 retainings in the speed change level that discharges direct clutch C2 to carry out speed Control.
In step S37 (trouble location is determined control mechanism), judge the velocity ratio whether the actual transmission ratio is equivalent to interlock.If actual transmission is than then entering step S38 (self-protection control mechanism) for the velocity ratio that is equivalent to interlock; as formal self-protection; utilize 4,5,6,7 retainings to carry out speed Control, if actual transmission then enters step S39 than for outside the velocity ratio that is equivalent to interlock.
When instruction speed change level is 3 speed, shown in the alignment chart of Fig. 8, to direct clutch C2, low brake B2 and 2346 break B3 output connection order, but under this state H﹠amp; When LR clutch C3 took place to connect fault, the rotation of fourth line star frame PC4 was prevented, and therefore, the interlocking fault of output shaft Output locking took place.Thereby, only utilize to connect H﹠amp; The speed change level of LR clutch C3 is 4,5,6,7 grades and carries out speed Control.
In step S39 (self-protection control mechanism),, only utilize 1,2,3 retainings to carry out speed change as formal self-protection.Through associate 1 keep off 3 the retaining time, infer fault according to the actual transmission ratio that detects when each instruction speed change level, but when when not corresponding, carrying out this step with any one fault, therefore, can consider the connection fault of input clutch C1 and discharge fault and H﹠amp as the fault of inferring; The release fault of LR clutch C3.Therefore, even taking place, above-mentioned any fault also can utilize impregnable 1,2,3 retainings to carry out speed Control.
In present embodiment as above, in vehicle operating, detect friction element repeatedly whether fault has taken place, detect friction element when breaking down, begin to reduce the speed of a motor vehicle to the regulation speed of a motor vehicle thereafter, at this moment, begin to determine the control of the friction element that breaks down, therefore, friction element can detect fault after breaking down, and can shorten to the time that the friction element determining to break down needs.Thereby, can earlier begin self-protection control, so the deterioration of travelling can be suppressed to inferior limit.
In addition; detecting the friction key element when breaking down; carry out instruction speed change level is kept off the control of the friction key element that is transformed into 3 retainings successively and determines to break down from 1; even when being converted to the friction key element that the 1 speed change levels of keeping off 3 retainings can not determine to break down; as self-protection control, use the 1 speed change level of keeping off 3 retainings to carry out speed Control.That is,, need not to experience whole speed change levels 7 retainings for the friction element of determining to break down; in the moment that can confirm to guarantee travelling to a certain degree; therefore beginning self-protection control begin self-protection control in early days, the deterioration of travelling can be suppressed at inferior limit.
In addition; instruction speed change level is converted to the more than one speed change level selected successively, determined to take place the friction element of fault simultaneously from a plurality of speed change levels; in the time can determining the friction element that breaks down; the speed change level of selecting to the next one is not changed but is carried out self-protection control; therefore; the unnecessary control that behind the friction element of determining to break down instruction speed change level is changed successively can be omitted in, the reduction of travelling can be further suppressed.
Owing to the friction element of determining than the speed change level of the reality of inferring based on instruction speed change level with by actual transmission to break down, therefore, need not full speed change level is judged that respectively velocity ratio departs from the situation of instruction speed change level, so can determine the friction element that breaks down in early days.
Have again, owing to instruction speed change level was changed successively every the stipulated time, therefore, is compared with the situation of carrying out the speed change indication based on the speed of a motor vehicle and throttle opening, no matter whether the speed change level is reliably changed, can earlier be determined friction element at travelling state.Especially when breaking down, the driver is bend the throttle too much, therefore, when making the conversion of instruction speed change level based on the speed of a motor vehicle and throttle opening, switching command speed change level needs for a long time, and according to present embodiment, can earlier determine friction element.
In addition, instruction speed change level was changed successively every the stipulated time, and forbade the downshift conversion, therefore, can reliably instruction speed change level be converted to the speed change level of selecting, and can determine the friction element that breaks down in early days.
In addition, at vehicle velocity V sp whether than fixing speed height, whether the rotational speed TbnREV of turbine wheel is higher than the regulation rotation, whether the aperture Tvo of throttler valve is bigger than the regulation aperture, when whether the value Ne-Nt that deducts the rotational speed of turbine wheel from engine rotary speed does not satisfy than one of the big such condition of specified value, end determining of friction element, when satisfying above-mentioned condition, from end friction element really regularly instruction speed change level beginning carry out determining of friction element once more, therefore, when after temporarily not satisfying above-mentioned condition, satisfying condition once more, can not allow the instruction speed change level that has lived through experience once more, so can earlier determine the friction element that breaks down.
Detecting shift signal when being P, R, N, termination is determined the friction element that breaks down, in the time of beyond shift signal is P, R, N, make instruction speed change level turn back to 1 retaining, begin definite control of the friction element that repeats to break down, therefore, friction element generation temporary fault and by gear is sailed gear in the past to P, R, when the N gear changes and eliminates fault, the result of definite control of the friction element that carries out before can resetting can not carry out unnecessary control and can suppress the decline of travelling.
The invention is not restricted to the above mode of execution that has illustrated, can in the scope of its technological thought, carry out various distortion and change.
Claims (14)
1, a kind of automatic transmission, possess planetary pinion and a plurality of friction element, realize instructing the speed change level, and possess a plurality of speed change levels as this instruction speed change level by the connection releasing state of switching described a plurality of friction elements, it is characterized in that this automatic transmission comprises:
Faut detection mechanism is though this faut detection mechanism is detected in vehicle operating repeatedly though whether the release fault that connection order can not connect has taken place in the described friction element to export or exported the connection fault that releases order and can not discharge;
Trouble location is determined control mechanism, for the first time the speed of a motor vehicle is reduced to specified value after fault takes place when following being detected by described faut detection mechanism, and described trouble location determines that control mechanism begins to determine the control of the friction element that breaks down;
The self-protection control mechanism; when determining the friction element that control mechanism is determined to break down by described trouble location; described self-protection control mechanism decides spendable speed change level based on the friction element that is determined, and only utilizes described spendable speed change level to carry out speed Control.
2, automatic transmission as claimed in claim 1; it is characterized in that; described trouble location determines that control mechanism carries out following control: make instruction speed change level successively to the more than one speed change level conversion that chooses from described a plurality of speed change levels; determine the friction element that breaks down simultaneously; described trouble location determines that control mechanism is in the time can determining the friction element that breaks down; not to the described more than one speed change level conversion of selecting of the next one, but to described self-protection control mechanism conversion.
3, automatic transmission as claimed in claim 1 or 2 is characterized in that, described trouble location determines that control mechanism determines the friction element that breaks down based on instruction speed change level with by the actual speed change level that the velocity ratio that reality realizes is inferred.
4, automatic transmission as claimed in claim 2 is characterized in that, described trouble location determines that control mechanism makes instruction speed change level change to the described more than one speed change level of selecting successively every the stipulated time.
5, as claim 2 or 4 described automatic transmission, it is characterized in that, when determining control mechanism conversion instruction speed change successively level, forbid the downshift conversion by described trouble location.
6, as claim 2 or 4 described automatic transmission, it is characterized in that, also have fault and determine to forbid decision mechanism, this fault determines to forbid that decision mechanism judges whether to forbid to determine that control mechanism carries out, as to determine the friction element that breaks down action by described trouble location based on the running state of vehicle
Forbid that the friction element that breaks down really regularly being judged as, described trouble location determines that control mechanism will determine that the action of the friction element that breaks down ends, when releasing is forbidden, described trouble location determines that control mechanism carries out following control: begin to change successively the speed change level from the instruction speed change level in the moment that the action of the friction element that will determine to break down is ended, determine the friction element that breaks down simultaneously.
7, as claim 2 or 4 described automatic transmission, it is characterized in that also having the bar position detecting mechanism of the operating position that detects speed change lever,
Be positioned at the operating position that detects described speed change lever and advance when travelling beyond the gear, described trouble location determines that control mechanism will determine that the action of the friction element that breaks down ends, turn back at the operating position of described speed change lever and to advance when travelling gear, described trouble location determines that control mechanism carries out following control: from restarting at first, make instruction speed change level successively to the described more than one speed change level conversion of selecting, determine the friction element that breaks down simultaneously.
8, automatic transmission as claimed in claim 1 is characterized in that,
Described trouble location determines that control mechanism carries out following control: make instruction speed change level successively to the speed change level conversion of selecting from described a plurality of speed change levels, determine the friction element that breaks down simultaneously, the number of steps of speeds of the described speed change level of selecting is less than described a plurality of speed change level
Even will instruct the speed change level when the whole speed change levels conversion of the described speed change level of selecting can not be determined friction element that control mechanism determines to break down by described trouble location, described self-protection control mechanism only uses the described speed change level of selecting to carry out speed Control.
9, automatic transmission as claimed in claim 8 is characterized in that, described trouble location determines that control mechanism determines the friction element that breaks down based on instruction speed change level with by the actual speed change level that the velocity ratio that reality realizes is inferred.
10, automatic transmission as claimed in claim 8; it is characterized in that; described trouble location is determined control mechanism in the time can determining the friction element that breaks down, not to the described speed change level conversion of selecting of the next one, but to described self-protection control mechanism conversion.
11, automatic transmission as claimed in claim 8 is characterized in that, described trouble location determines that control mechanism makes instruction speed change level change to the described speed change level of selecting successively every the stipulated time.
12, automatic transmission as claimed in claim 8 is characterized in that, forbids the downshift conversion when determining control mechanism conversion instruction speed change successively level by described trouble location.
13, automatic transmission as claimed in claim 8, it is characterized in that, also have fault and determine to forbid decision mechanism, this fault determines to forbid that decision mechanism judges whether to forbid to determine that control mechanism carries out, as to determine the friction element that breaks down action by described trouble location based on the running state of vehicle
Forbid that the friction element that breaks down really regularly being judged as, described trouble location determines that control mechanism will determine that the action of the friction element that breaks down ends, when releasing is forbidden, described trouble location determines that control mechanism carries out following control: begin to change successively the speed change level from the instruction speed change level in the moment that the action of the friction element that will determine to break down is ended, determine the friction element that breaks down simultaneously.
14, automatic transmission as claimed in claim 8 is characterized in that, also has the bar position detecting mechanism of the operating position that detects speed change lever,
Be positioned at the operating position that detects described speed change lever and advance when travelling beyond the gear, described trouble location determines that control mechanism will determine that the action of the friction element that breaks down ends, turn back at the operating position of described speed change lever and to advance when travelling gear, described trouble location determines that control mechanism carries out following control: make instruction speed change level begin to change successively from the initial speed change level of the described more than one speed change level of selecting, determine the friction element that breaks down.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP060476/07 | 2007-03-09 | ||
| JP2007060476A JP4431590B2 (en) | 2007-03-09 | 2007-03-09 | Automatic transmission |
| JP060442/07 | 2007-03-09 | ||
| JP2007060442A JP4436381B2 (en) | 2007-03-09 | 2007-03-09 | Automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101260937A true CN101260937A (en) | 2008-09-10 |
| CN101260937B CN101260937B (en) | 2012-10-03 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2008100832661A Active CN101260937B (en) | 2007-03-09 | 2008-03-04 | Automatic transmission |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP4431590B2 (en) |
| CN (1) | CN101260937B (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102269262A (en) * | 2010-06-07 | 2011-12-07 | 加特可株式会社 | Automatic transmission |
| CN104110491A (en) * | 2013-04-22 | 2014-10-22 | 铃木株式会社 | Control device for transmission |
| CN107407406A (en) * | 2015-03-30 | 2017-11-28 | 爱信艾达株式会社 | The control device of vehicle driving apparatus |
| CN110985662A (en) * | 2020-02-28 | 2020-04-10 | 盛瑞传动股份有限公司 | Control method for preventing clutch fault of automatic transmission |
| CN113700851A (en) * | 2021-09-30 | 2021-11-26 | 蜂巢传动科技河北有限公司 | Clutch fault diagnosis method and system for 9AT transmission and vehicle |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6187283B2 (en) * | 2014-01-24 | 2017-08-30 | トヨタ自動車株式会社 | Control device for automatic transmission |
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| US2825245A (en) * | 1952-09-09 | 1958-03-04 | Hobbs Transmission Ltd | Variable ratio power transmission apparatus |
| JP2775944B2 (en) * | 1989-12-26 | 1998-07-16 | トヨタ自動車株式会社 | Automatic transmission for vehicles |
| CN1084462A (en) * | 1992-09-23 | 1994-03-30 | 北京理工大学 | Electronic control system for automatic speed transmission |
| JP3399062B2 (en) * | 1993-12-22 | 2003-04-21 | トヨタ自動車株式会社 | Failure detection device for automatic transmission for vehicles |
| US20060089775A1 (en) * | 2004-10-22 | 2006-04-27 | Whitton Matthew D | Method and apparatus for adaptive control of power-on downshifts in an automatic transmission |
| US7107134B1 (en) * | 2005-11-18 | 2006-09-12 | Delphi Technologies, Inc. | Method of determining a default transmission output speed |
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Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102269262A (en) * | 2010-06-07 | 2011-12-07 | 加特可株式会社 | Automatic transmission |
| CN102269262B (en) * | 2010-06-07 | 2014-04-02 | 加特可株式会社 | Automatic transmission |
| CN104110491A (en) * | 2013-04-22 | 2014-10-22 | 铃木株式会社 | Control device for transmission |
| CN104110491B (en) * | 2013-04-22 | 2016-07-13 | 铃木株式会社 | The control equipment of variator |
| US10041584B2 (en) | 2013-04-22 | 2018-08-07 | Suzuki Motor Corporation | Control device for transmission |
| CN107407406A (en) * | 2015-03-30 | 2017-11-28 | 爱信艾达株式会社 | The control device of vehicle driving apparatus |
| CN107407406B (en) * | 2015-03-30 | 2019-08-06 | 爱信艾达株式会社 | The control device of vehicle driving apparatus |
| CN110985662A (en) * | 2020-02-28 | 2020-04-10 | 盛瑞传动股份有限公司 | Control method for preventing clutch fault of automatic transmission |
| CN113700851A (en) * | 2021-09-30 | 2021-11-26 | 蜂巢传动科技河北有限公司 | Clutch fault diagnosis method and system for 9AT transmission and vehicle |
| CN113700851B (en) * | 2021-09-30 | 2023-01-31 | 蜂巢传动科技河北有限公司 | Clutch fault diagnosis method and system for 9AT transmission and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101260937B (en) | 2012-10-03 |
| JP2008223831A (en) | 2008-09-25 |
| JP4431590B2 (en) | 2010-03-17 |
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