CN103827552B - Dual Clutch Automatic Transmission - Google Patents

Abstract

The present invention relates to a dual clutch type automatic transmission. When one of the 2 rotation speed sensors fails, the rotation speed of the input shaft on the sensor side where the failure occurs can be calculated using the output of the normal other rotation speed sensor, and therefore the rotation speed calculation device is provided with: abnormality detection units S100, S102 that detect abnormality of the 1 st input shaft rotation speed sensor 91 and the 2 nd input shaft rotation speed sensor 92; a shift control device 23 that controls the shift mechanism to establish one of the odd-numbered shift stages and one of the even-numbered shift stages simultaneously while the vehicle is stopped and controls the vehicle to travel only through one of the odd-numbered shift stages and only through one of the even-numbered shift stages without switching the shift stages while the vehicle is traveling, when an abnormality of either one of the 1 st input shaft speed sensor and the 2 nd input shaft speed sensor is detected by the abnormality detection unit; and a rotation speed calculation unit (S110) that calculates the rotation speed of the 1 st input shaft or the 2 nd input shaft on the side corresponding to the input shaft rotation speed sensor in which the abnormality is detected, based on the detection output of the normal input shaft rotation speed sensor, in a state in which one of the odd-numbered gear stages and one of the even-numbered gear stages are simultaneously established.

Description

Dual Clutch Automatic Transmission

technical field

The present invention relates to a dual-clutch automatic transmission capable of calculating the rotational speed of an input shaft on the failed sensor side using a normal rotational speed sensor when one of two input shaft rotational speed sensors fails.

Background technique

One type of vehicle transmission is a dual-clutch automatic transmission that includes a dual clutch having two clutches, two input shafts connected to these clutches, and a rotational drive force transmitted to one of the input shafts. The first shift mechanism establishes odd-numbered shift speeds, and the second shift mechanism shifts the rotational driving force transmitted to the other input shaft to establish even-numbered shift speeds. The above-mentioned automatic transmission has the advantage that the shifting operation is performed without torque interruption by using two clutches to operate engagement switching. As such a dual-clutch automatic transmission, for example, a transmission described in Patent Document 1 is known.

Patent Document 1: Japanese Patent Laid-Open No. 2010-196745

However, a dual clutch automatic transmission is provided with two rotational speed sensors for detecting rotational speeds of two input shafts, and when the rotational speed of the engine becomes equal to the rotational speed of the input shafts during shifting, one clutch is controlled to be engaged. Therefore, even if one of the rotational speed sensors detecting the rotational speed of the input shaft fails, the shift control cannot be performed, and the vehicle cannot be driven.

Contents of the invention

The present invention has been made in view of the above-mentioned conventional problems, and its object is to provide a method that can use the detection output of the other normal rotational speed sensor to calculate the occurrence of a fault in one of the two rotational speed sensors. Failure of the sensor side of the input shaft speed of the dual clutch automatic transmission.

In order to solve the above-mentioned problems, the invention according to Claim 1 is characterized in that it includes: a first input shaft and a second input shaft arranged concentrically; The first clutch and the second clutch that transmits the above-mentioned rotational driving force to the above-mentioned second input shaft; an input shaft rotation speed sensor; a first shift mechanism for changing the speed of the rotational driving force transmitted to the first input shaft to establish an odd-numbered gear; and a speed change for the rotational driving force transmitted to the second input shaft A second shift mechanism for establishing an even-numbered shift gear; an abnormality detection unit that detects abnormalities in the first input shaft rotation speed sensor and the second input shaft rotation speed sensor; If any one of the input shaft rotation speed sensor and the second input shaft rotation speed sensor is abnormal, the shift control device controls the shift mechanism so that one of the odd-numbered shift speeds and one of the above-mentioned even-numbered shift speeds are synchronized while the vehicle is stopped. Established, the vehicle is controlled so as not to switch gears while the vehicle is running, but to travel through only one of the above-mentioned odd-numbered gears or one of the above-mentioned even-numbered gears; In a state where one of the above-mentioned even-numbered shift speeds and one of the above-mentioned even-numbered shift speeds are established at the same time, the first input shaft or The rotational speed of the above-mentioned 2nd input shaft.

The invention according to claim 2 is characterized in that, in claim 1 , the odd-numbered shift speed that is established at the time of abnormality detection of the input shaft rotational speed sensor is the first speed, and the even-numbered shift speed is the second speed.

The invention according to claim 3 is characterized in that, in claim 1 or 2, the first input shaft rotation speed sensor detects the rotation of a drive gear provided on the first input shaft, and the second input shaft rotation speed sensor detects rotation of a drive gear provided on the first input shaft. The rotation of the drive gear on the above-mentioned 2nd input shaft.

According to the invention according to claim 1, it is provided with: an abnormality detecting unit that detects abnormalities of the first input shaft rotational speed sensor and the second input shaft rotational speed sensor; If any one of the input shaft rotation speed sensors is abnormal, the shift control device controls the shift mechanism so that one of the odd-numbered shift speeds and one of the even-numbered shift shifts are simultaneously established while the vehicle is stopped, and is controlled so that no shift is performed while the vehicle is running. Shifting of gears while traveling through only one of the odd-numbered shift speeds or one of the even-numbered shift speeds; and a rotation speed calculation section that, in a state where one of the odd-numbered shift speeds and one of the even-numbered shift speeds are established simultaneously, based on the input shaft rotation speed sensor The normal detection output is used to calculate the rotational speed of the first input shaft or the second input shaft on the side corresponding to the input shaft rotational speed sensor in which the abnormality was detected.

According to this configuration, even when the detection of the rotational speed of one of the first and second input shafts cannot be performed due to an abnormality of the input shaft rotational speed sensor, the detection output of the normal input shaft rotational speed sensor can be used to calculate and generate The rotation speed of the input shaft on the side corresponding to the abnormal input shaft rotation speed sensor can avoid the situation where the gear cannot be shifted and the running cannot be performed due to a failure of the input shaft rotation speed sensor or the like.

And, since the shifting mechanism is controlled to make one of the odd-numbered gears and one of the even-numbered gears simultaneously established while the vehicle is stopped, it is controlled to pass only one of the odd-numbered gears or one of the odd-numbered gears while the vehicle is running without switching the gears. Even if one of the even-numbered gears is driven, even if any one of the input shaft rotation speed sensors fails, gear shifting can be performed without hindrance, and the vehicle can be driven through one of the odd-numbered gears and one of the even-numbered gears that are established at the same time .

According to the invention according to Claim 2, the odd-numbered shift gear that is established at the same time as the abnormality detection of the input shaft speed sensor is the first gear, and the even-numbered shift gear is the second gear. Make the vehicle retreat and drive to a safe place.

According to the invention according to claim 3, the first input shaft rotation speed sensor detects the rotation of the drive gear provided on the first input shaft, and the second input shaft rotation speed sensor detects the rotation of the drive gear provided on the second input shaft. The rotational speed of the input shaft can be easily calculated based on the gear ratios of the driven gears meshing with these drive gears.

Description of drawings

FIG. 1 is a diagram showing a vehicle equipped with a dual-clutch automatic transmission according to an embodiment of the present invention.

FIG. 2 is a frame diagram showing the overall structure of a dual-clutch automatic transmission according to an embodiment of the present invention.

FIG. 3 is a diagram showing a timing chart at the time of gear shifting.

FIG. 4 is a diagram showing a flow chart of shift control.

detailed description

Hereinafter, a dual-clutch automatic transmission according to an embodiment of the present invention will be described based on the drawings. FIG. 1 is a block diagram showing the configuration of a part of a vehicle to which a dual-clutch automatic transmission 10 is applicable. The vehicle shown in FIG. 1 is an FF (front-engine front-wheel drive) type vehicle, which includes an engine 11 driven by combustion of gasoline as an example of a prime mover, a dual-clutch automatic transmission 10, and a differential device. (Differential) 13 , ECU (Engine Control Unit: Engine Control Unit) 14 that controls the operation of the engine 11 , drive shafts 15 a , 15 b , drive wheels 16 a , 16 b (front wheels), and unillustrated driven wheels (rear wheels).

The dual clutch automatic transmission 10 is disposed on a power transmission path between the engine 11 and the differential device 13 . As shown in FIG. 2 , the dual clutch 20 has a first clutch 21 that transmits rotational drive torque output from the engine 11 to the first input shaft 31 , and a second clutch 22 that transmits the rotational drive torque output from the engine 11 to the second input shaft 32 .

In order to detect the rotational speed Ne of the engine 11 , an engine rotational speed sensor 90 is provided close to the output shaft (crankshaft) of the engine 11 . In addition, a first input shaft rotational speed sensor 91 that detects a rotational speed N1 of the first input shaft 31 and a second input shaft rotational speed sensor 92 that detects a rotational speed N2 of the second input shaft 32 are provided. Furthermore, wheel speed sensors 93 and 94 for detecting the rotational speed of the driving wheels 16a and 16b, and an accelerator opening sensor 95 for detecting the accelerator opening which is the operation amount of the accelerator pedal are provided. A vehicle speed (vehicle speed) V is detected based on the rotational speeds of drive wheels 16 a , 16 b detected by wheel speed sensors 93 , 94 .

In addition, the dual-clutch automatic transmission 10 has a transmission control device 23 that controls switching of a plurality of gear stages (shifting) and switching of the first clutch 21 and the second clutch 22 . Hereinafter, the shift control device 23 is referred to as a TCU (Transmission Control Unit: transmission control unit).

The ECU 14 acquires various information from the TCU 23 , as well as engine speed Ne data from the engine speed sensor 90 and accelerator opening data from the accelerator opening sensor 95 . Furthermore, the ECU 14 controls the accelerator opening degree based on these information, or controls the fuel injection amount of an injector (not shown) to control the engine speed Ne. The TCU 23 is connected to the ECU 14 , exchanges information with the ECU 14 through CAN communication, controls clutch actuators 25 , 26 and a shift actuator 27 described later, and performs shift control of the dual clutch automatic transmission 10 .

The first and second clutches 21 and 22 of the dual clutch 20 are constituted by dry friction clutches. The engagement control of the first clutch 21 is performed by the first clutch actuator 25 having a motor as a drive source, and the engagement control of the second clutch 22 is performed by a second clutch actuator 26 having a motor as a drive source. The first and second clutch actuators 25 and 26 have stroke sensors 25 a and 26 a that detect the operation amount (stroke amount) of the clutch actuators 25 and 26 . The clutch torques of the first and second clutches 21 and 22 are controlled in accordance with the workloads of the first and second clutch actuators 25 and 26 . The first and second clutches 21, 22 are clutches that are disconnected when the workload of the clutch actuators 25, 26 is 0, and they have the ability to increase the clutch torque as the workload increases and become a semi-connected state, and the clutch torque increases when the workload increases. The maximum value of , the clutch torque becomes the maximum characteristic. In addition, the first and second clutches 21 and 22 are always kept in the disengaged state.

As shown in FIG. 2 , the dual-clutch automatic transmission 10 includes a gear train with 7 forward speeds and 1 reverse speed. The twin-clutch automatic transmission 10 includes a dual clutch 20 , a first input shaft 31 and a second input shaft 32 , and a first countershaft 35 and a second countershaft 36 . The first input shaft 31 has a rod shape, and the second input shaft 32 has a cylindrical shape, and they are arranged so as to be coaxially rotatable. The left side of the first input shaft 31 in the figure is connected to the first clutch 21 of the dual clutch 20 , and the left side of the second input shaft 32 in the figure is connected to the second clutch 22 of the dual clutch 20 . The first input shaft 31 and the second input shaft 32 transmit torque independently and can rotate at different rotational speeds. The first countershaft 35 is arranged in parallel with the first input shaft 31 and the second input shaft 32 on the lower side of the figure, and the second countershaft 36 is arranged in parallel with the first input shaft 31 and the second input shaft 32 in the figure. middle upper side.

The first input shaft 31 is directly formed or independently fixedly provided with a plurality of odd-numbered shift gears, including a first-speed drive gear 51 , a third-speed drive gear 53 , a fifth-speed drive gear 55 , and a seventh-speed drive gear 57 . A plurality of 2nd speed drive gears 52 and 4th to 6th speed drive gears 54 are directly formed on the second input shaft 32 or are independently fixedly provided as even-numbered shift speed drive gears.

The 1st gear, 3rd gear, and 4th gear driven gears 61, 63, 64 are respectively arranged on the 1st countershaft 35 in a idling manner, the 1st gear driven gear 61 meshes with the 1st gear drive gear 51, and the 3rd gear driven gear The gear 63 meshes with the 3rd gear driving gear 53, and the 4th gear driven gear 64 meshes with the 4th-6th gear driving gear 54.

2nd, 5th, 6th, and 7th driven gears 62 , 65 , 66 , and 67 are provided on the second countershaft 36 in a manner capable of idling, respectively. The 2nd driven gear 62 meshes with the 2nd drive gear 52 , The 5th gear driven gear 65 meshes with the 5th gear driving gear 55, the 6th gear driven gear 66 meshes with the 4-6 gear driving gear 54, and the 7th gear driven gear 67 meshes with the 7th gear driving gear 57.

Also, a reverse gear 70 is provided on the first countershaft 35 so as to be idly rotatable, and the reverse gear 70 meshes with the small-diameter gear 62b of the second-speed driven gear 62 at normal times.

The first, second, third, and fourth gear shift clutches 71-74 with synchronous meshing functions are arranged on the first countershaft 35 and the second countershaft 36, and these gear shift clutches 71-74 are passed by the TCU23 The controlled shift actuator 27 is selectively operated.

The first gear shift clutch 71 is provided on the first countershaft 35 between the synchronous gear portion of the first speed driven gear 61 and the synchronous gear portion of the third speed driven gear 63 . When the sleeve of the first gear shift clutch 71 slides in the axial direction, one of the first-speed driven gear 61 and the third-speed driven gear 63 is connected to the first countershaft 35 in a relatively non-rotatable manner. It is in a neutral state in which neither the driven gears 61, 63 are connected.

The second gear shift clutch 72 is provided on the first countershaft 35 and is provided between the synchronous gear portion of the fourth-speed driven gear 64 and the synchronous gear portion of the reverse gear 70 . When the sleeve of the second gear shift clutch 72 slides in the axial direction, one of the fourth-speed driven gear 64 and the reverse gear 70 is connected to the first countershaft 35 in a relatively non-rotatable manner, and the middle position is the same as which one of them. The neutral state in which the gears 64 and 70 are not connected.

The third gear shift clutch 73 is provided on the second countershaft 36 and is provided between the synchronous gear portion of the seventh-speed driven gear 67 and the synchronous gear portion of the fifth-speed driven gear 65 . As the sleeve of the third gear shift clutch 73 slides in the axial direction, one of the seventh-speed driven gear 67 and the fifth-speed driven gear 65 is connected to the second countershaft 36 in a relatively non-rotatable manner. It is in a neutral state in which neither the driven gears 65, 67 are connected.

The fourth gear shift clutch 74 is provided on the second countershaft 36 between the synchronous gear portion of the sixth-speed driven gear 66 and the synchronous gear portion of the second-speed driven gear 62 . When the sleeve of the fourth gear shift clutch 74 slides in the axial direction, one of the sixth-speed driven gear 66 and the second-speed driven gear 62 is connected to the second countershaft 36 in a relatively non-rotatable manner. It is in a neutral state in which neither the driven gears 62, 66 are connected.

The above-mentioned first and third gear shifting clutches 71, 73 constitute a first shifting mechanism for changing the rotational driving force transmitted to the first input shaft 31 to establish an odd-numbered shift gear. The gear shift clutches 72 and 74 constitute a second shift mechanism that shifts the rotational driving force transmitted to the second input shaft 32 to establish an even-numbered shift speed.

A final reduction drive gear 58 and a final reduction drive gear 59 are respectively fixed to the first countershaft 35 and the second countershaft 36 , and these final reduction drive gears 58 , 59 are normally connected to shafts connected to the differential device 13 (see FIG. 1 ). The reduction driven gear 80 on the 33 meshes. Thereby, the drive wheels 16 a and 16 b are driven via the final reduction drive gear 58 and the final reduction drive gear 59 .

As shown in FIG. 2 , the first input shaft rotational speed sensor 91 is disposed close to the third speed drive gear 53 which rotates integrally with the first input shaft 31 , and detects the rotational speed of the third speed drive gear 53 . The second input shaft rotational speed sensor 92 is disposed close to the 4th-6th speed drive gear 54 which rotates integrally with the second input shaft 32 , and detects the rotational speed of the 4th-6th speed drive gear 54 .

The rotational speeds of the first and second input shafts 31, 32 detected by the first and second input shaft rotational speed sensors 91, 92 are usually monitored by the TCU 23, and if the first and second input shafts are damaged due to disconnection, short circuit, etc. When the output signals of the rotational speed sensors 91 and 92 are in an abnormal state, sensor abnormality is detected by an abnormality detection unit described later.

FIG. 3 is a time chart schematically showing the operation of the dual-clutch automatic transmission 10 during shifting. The time chart in FIG. 3 shows, for example, an example of downshifting from 3rd gear to 2nd gear while the vehicle is traveling in the 3rd gear via the first clutch 21 , and the horizontal axis represents time.

That is, at the time of downshifting from 3rd gear to 2nd gear, the sleeve of the fourth gear shift clutch 74 is moved to the left in FIG. The gear shifting operation in which the gear driven gear 62 is connected to the second countershaft 36 is performed. In this state, the second clutch 22 on the second-speed shift speed side is rotationally driven at a rotational speed corresponding to the rotational speed of the driving wheels 16a, 16b by the power from the driving wheels 16a, 16b.

In this state, when a command to start shifting from the third gear to the second gear is issued, the first clutch 21 corresponding to the shift gear side of the third gear is controlled by the clutch actuator 25, and the clutch torque is reduced to be controlled into a half-clutch state. . This is because the engine torque is transmitted to the drive wheels 16a, 16b even during the gear change, and the driving force is maintained.

The rotation speed of the engine 11 is increased by the reduction of the clutch torque of the first clutch 21 . That is, the relationship between the engine torque Te and the clutch torque Tc is expressed by the formula "Te-Tc=Ie·ΔNe" (wherein, Ie is the inertia torque of the engine 11, and ΔNe is the engine speed change rate obtained by differentiating the engine speed). Therefore, the engine rotational speed Ne changes due to the reduction of the clutch torque.

As a result, if the rotational speed Ne of the engine 11 detected by the engine rotational speed sensor 90 is equal to the rotational speed N2 of the second input shaft 32 detected by the second input shaft rotational speed sensor 92, the second clutch on the second-speed transmission side will 22 is engaged and controlled, and the first clutch 21 on the third-speed transmission side in the half-clutch state is completely disengaged.

Next, the control routine of the transmission control device 23 when the first and second input shaft rotational speed sensors 91 and 92 fail will be described based on the flowchart of FIG. 4 .

In step S100, it is determined whether the first input shaft rotational speed sensor 91 is malfunctioning, and in step S102, it is determined whether the second input shaft rotational speed sensor 92 is malfunctioning. When the determination results of steps S100 and S102 are both negative, the process proceeds to step S104, and normal shift control as shown in the time chart of FIG. 3 is carried out.

If in step S100 or step S102, discriminate the failure of any one input shaft speed sensor 91,92, then move to step S106, and send abnormal warning, have produced by the failure of input shaft speed sensor 91,92 to driver warning The abnormal state caused. Next, in step S108, it is determined whether the vehicle is stopped. In addition, occurrence of an abnormal state includes a disconnection or a short circuit of a signal line in addition to a failure of the input shaft rotational speed sensors 91 and 92 themselves.

If in step S108, it is judged that the vehicle is stopped, the sleeve of the first gear shift clutch 71 is moved to the right in FIG. move. Thus, the first gear and the second gear are established at the same time, and the first countershaft 35 and the second countershaft 36 connected to the drive wheels 16a, 16b are simultaneously disconnected via the first input shaft 31 and the second input shaft 32. The first clutch 21 and the second clutch 22 are connected. In this case, since the gear shift is performed while the vehicle is stopped, even if any one of the input shaft rotation speed sensors 91 and 92 fails, the gear shift can be performed without hindrance.

In this state, the vehicle can only run in 1st gear or 2nd gear. According to the accelerator opening based on the operation of the accelerator pedal, the first clutch 21 or the second clutch 22 is engaged and controlled, so that the vehicle can be driven in 1st gear or 2nd gear. gear driving.

In this case, for example, if the first input shaft rotational speed sensor 91 that detects the rotational speed of the first input shaft 31 fails, the rotational speed of the first input shaft 31 cannot be directly detected. However, by establishing the first speed and the second speed at the same time, for example, by engaging the second clutch 22, the rotation of the second input shaft 32 is controlled via the second speed drive gear 52, the second speed driven gear 62 and the second countershaft 36. The transmission is transmitted to the drive wheels 16a, 16b side, and the vehicle is driven in second gear. In this case, the first input shaft 31 is rotated through the first countershaft 35 , the first speed driven gear 61 , and the first speed drive gear 51 by the rotation from the driving wheels 16 a and 16 b side.

At this time, if the number of teeth of the first-speed drive gear 51 is Z1, the number of teeth of the first-speed driven gear 61 is Z2, the number of teeth of the second-speed drive gear 52 is Z3, and the number of teeth of the second-speed driven gear 62 is Assuming Z4, the rotational speed N1 of the first input shaft 31 that cannot be detected due to the failure of the first input shaft rotational speed sensor 91 and the rotational speed N2 of the second input shaft 32 detected by the second input shaft rotational speed sensor 92 The relationship is "N1:N2=Z2/Z1:Z4/Z3", and thus, the rotational speed N1 of the first input shaft 31 and the rotational speed N2 of the second input shaft 32 are obtained by the following formulas (1) and (2). .

(1) "N1=(N2*Z2/Z1)/(Z4/Z3)"

(2) "N2=(N1*Z4/Z3)/(Z2/Z1)"

Accordingly, when the first input shaft rotation speed sensor 91 fails, in step S110, the first speed change gear and The rotational speed N1 of the first input shaft 31 is calculated from the gear ratio of the second-speed transmission gear. Of course, when the second input shaft rotational speed sensor 92 fails, the rotational speed N2 of the second input shaft 32 can be calculated based on the rotational speed N1 of the first input shaft 31 detected by the first input shaft rotational speed sensor 91 .

Next, in step S112 , the evacuation running is commanded, and the vehicle is evacuated to a safe place using the first gear or the second gear. That is, when the first clutch 21 is engaged and the vehicle is switched from the state of running in the first gear to the running in the second gear, the clutch torque of the first clutch 21 on the first gear side is set to decrease to increase the speed of the engine 11, if the speed Ne of the engine 11 detected by the engine speed sensor 90 is equal to the speed N2 of the second input shaft 32 detected by the normal second input shaft speed sensor 92, then the The engagement control of the second clutch 22 on the second shift speed side is performed, and the disengagement control of the first clutch 21 is performed.

Conversely, when switching from the state of the second gear to the first gear, the clutch torque of the second clutch 22 on the second gear shift side is reduced to increase the rotation speed of the engine 11. If the engine speed detected by the engine speed sensor 90 When the rotational speed Ne of the engine 11 is equal to the rotational speed N1 of the first input shaft 31 calculated based on the rotational speed N2 of the second input shaft 32 detected by the normal second input shaft rotational speed sensor 92, the first clutch 21 is engaged. The engagement control is performed, and the disengagement control of the second clutch 22 is performed.

Through the above-mentioned steps S100 and S102, an abnormality detection unit that detects the abnormality of the first input shaft rotational speed sensor 91 and the second input shaft rotational speed sensor 92 is configured, and through the above-mentioned step S110, the normal detection output based on the input shaft rotational speed sensor is configured. A rotational speed calculation unit that calculates a rotational speed of an input shaft corresponding to an input shaft rotational speed sensor in which an abnormality has been detected.

As a result, even if any of the input shaft rotational speed sensors that detect the rotational speeds of the first and second input shafts 31 and 32 fails, the first gear shift clutch 71 and the fourth gear shift clutch 71 are controlled while the vehicle is stopped. The clutch 74 establishes the first and second shifts at the same time, so that the rotational speed of the input shaft on the side where the input shaft rotational speed sensor has failed can be calculated using the rotational speed detected by the normal input shaft rotational speed sensor.

In addition, by controlling the vehicle to travel in the first gear or the second gear without switching gears, even if the vehicle is stopped, it can retreat to a safe place where there is no problem. The failure of the rotational speed sensor prevents the gear from being changed and the vehicle cannot run.

In this case, considering starting the vehicle, it is appropriate to limit the speed to 1st and 2nd speeds, but it is not necessarily limited thereto. For example, it may be limited to 2nd and 3rd speeds.

According to the above-mentioned embodiment, when any one of the first and second input shaft rotation speed sensors 91, 92 for detecting the rotation speeds of the first and second input shafts 31, 32 fails, the normal input shaft rotation speed sensor By calculating the rotation of the first input shaft or the second input shaft detected by the input shaft speed sensor on the side where the abnormality occurred, it is possible to avoid the situation where the speed cannot be changed or the vehicle cannot be driven due to the inability to detect the speed of the input shaft. .

In addition, in the above-mentioned embodiment, the dual-clutch automatic transmission 10 suitable for the FF type vehicle has been described as an example, but when applied to a FR (front-engine rear-wheel drive) type vehicle, for example, As described in Japanese Patent Laid-Open No. 2011-144872, it is also possible to directly connect the transmission gear (5th speed gear) to the first input shaft, or arrange a part of the gear shifting mechanism on the first or second input shaft. .

In addition, in the above-mentioned embodiment, the example in which driven gears are provided so as to be idly rotatable on the sides of the first and second countershafts 35 and 36 has been described. 2 A dual-clutch automatic transmission in which the gears on the side of the input shafts 31 and 32 can idle.

As mentioned above, although embodiment of this invention was described, this invention is not limited to embodiment, Of course, various deformation|transformation is possible in the range which does not deviate from the gist of this invention described in a claim.

Industrial availability

The dual-clutch automatic transmission of the present invention is suitably used for an automatic transmission provided with rotational speed sensors for detecting the rotational speeds of the first and second input shafts coupled to the first and second clutches.

Symbol Description

10...Dual-clutch automatic transmission, 11...Prime mover (engine), 20...Double clutch, 21...1st clutch, 22...2nd clutch, 23...shift control device, 25, 26...clutch actuator, 31...1st clutch 1 input shaft, 32...2nd output shaft, 51, 53, 55, 57...odd-numbered gear drive gear, 52, 54...even-numbered gear drive gear, 61, 63, 65, 67...odd-numbered gear driven gear, 62, 64, 66...even-numbered shift gear driven gear, 71, 73...1st shift mechanism, 72, 74...2nd shift mechanism, 90...engine speed sensor, 91...1st input shaft speed sensor, 92... The second input shaft rotational speed sensor, S100, S102...abnormality detection unit, S110...rotational speed calculation unit.

Claims (3)

1. a double-clutch automatic transmission, possesses:

1st input shaft of concentric arrangement and the 2nd input shaft;

Double clutch, it has the 1st clutch rotary driving force of prime mover being passed to described 1st input shaft and the 2nd clutch described rotary driving force being passed to described 2nd input shaft;

2nd input shaft speed probe of the 1st input shaft speed probe detecting the rotating speed of described 1st input shaft and the rotating speed detecting described 2nd input shaft; And

Speed change is carried out to the described rotary driving force being delivered to described 1st input shaft and carries out speed change to the 2nd gearshift mechanism making even number gear set up to the 1st gearshift mechanism making odd number gear set up with to the described rotary driving force being delivered to described 2nd input shaft;

The feature of described double-clutch automatic transmission is to possess:

Abnormity detection portion, it detects the exception of described 1st input shaft speed probe and described 2nd input shaft speed probe;

Gear change control device, if detected the exception of any one party of described 1st input shaft speed probe and described 2nd input shaft speed probe by described abnormity detection portion, then this gear change control device controls described gearshift mechanism and sets up with one of described even number gear to make one of described odd number gear simultaneously in the stopping of vehicle, controls switching for not carrying out gear and by means of only one of described odd number gear or a traveling of described even number gear in the traveling of vehicle; And

Speed calculation unit, it is under the state simultaneously set up being made of described odd number gear and described even number gear by described gear change control device, and the normal detection based on described input shaft speed probe exports and calculates described 1st input shaft of the side corresponding with being detected abnormal described input shaft speed probe or the rotating speed of described 2nd input shaft.

2. double-clutch automatic transmission according to claim 1, is characterized in that,

The described odd number gear simultaneously set up when the abnormality detection of described input shaft speed probe is 1 grade, and described even number gear is 2 grades.

3. the double-clutch automatic transmission according to claims 1 or 2, is characterized in that,

Described 1st input shaft speed probe detects the rotation of the actuation gear be arranged on described 1st input shaft, and described 2nd input shaft speed probe detects the rotation of the actuation gear be arranged on described 2nd input shaft.