JP2004138105A - Control method for protecting drive system component - Google Patents

Control method for protecting drive system component Download PDF

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Publication number
JP2004138105A
JP2004138105A JP2002301395A JP2002301395A JP2004138105A JP 2004138105 A JP2004138105 A JP 2004138105A JP 2002301395 A JP2002301395 A JP 2002301395A JP 2002301395 A JP2002301395 A JP 2002301395A JP 2004138105 A JP2004138105 A JP 2004138105A
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Japan
Prior art keywords
state
engagement
drive system
vehicle
system component
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JP2002301395A
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JP4135462B2 (en
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Toshitaka Naruse
成瀬 利孝
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Mitsubishi Motors Corp
Mitsubishi Automotive Engineering Co Ltd
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Mitsubishi Motors Corp
Mitsubishi Automotive Engineering Co Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To prevent damages caused by slips at an engaging part by estimating or detecting an abrupt acceleration state and an abrupt deceleration state and by properly enhancing transmission torque between transmission members on the basis of the states. <P>SOLUTION: The power transmission device 10 of a vehicle is provided with a transmission means to transmit the drive force from an engine 30 to the wheel side by frictional engagement between rotation members. The power transmission device 10 of the vehicle has following characteristics. It is provided with a vehicle state detecting means 20, which estimates or detects the abrupt deceleration state of the vehicle and an idling state of the wheel, and an engaging force increasing means 20 to increase the engaging force of the frictional engagement between the rotation members when the abrupt deceleration state or the idling state is estimated or detected by the detecting means 20. The engaging force increasing means 20 drastically executes the increase of the engaging force during the idling state compared with the increase of the engaging force during the abrupt deceleration state. <P>COPYRIGHT: (C)2004,JPO

Description

【0001】
【発明の属する技術分野】
本発明は、駆動系部品保護制御方法に関する。詳しくは、自動変速機(A/T)、無断変速機(CVT)、トルコン直結クラッチなどの動力伝達装置を備えた車両において、タイヤ側からの入力を検出又は予測して駆動系の強度を確保する制御方法に関する。
【0002】
【従来の技術】
従来では、自動変速機、無断変速機、トルコン直結クラッチなどの動力伝達装置を備えた車両において、エンジンからの入力トルクに対し必要最小限の伝達トルク容量となるように、クラッチ、伝動ベルトにおける伝達トルクを調整し、過大伝達力による動力損失の低減を図るのが一般的である。
具体的にはこれらの機器では、エンジンのスロットル開度、燃料噴射量などを検出し、これに応じたクラッチ、伝動ベルトにおける伝達トルクを調整して充分な伝達トルク容量を確保している。
【0003】
しかしながら、これらの機器では、タイヤ側からの過大入力に対してトルク容量確保する安全策はとられていない。
これは過渡的に生じるタイヤ側からの過大入力の大きさに対する認識が少ないためであるが、最近の研究でタイヤ側からの入力の値が駆動系にエンジン側から入力される最大入力の80%にも達することが判明し、何らかの対策が必要な状況となっている。
【0004】
そこで、悪路走行時などにおいて、車輪が岩に乗り上げるなどして車輪の回転数が急に低下させられて動力伝達系に過大なトルク或いはトルク変化が急激に発生する場合に、動力伝達経路を構成する各部の動力伝達経路の損傷を防止することを目的として、自動クラッチを解放する技術が知られている(例えば、特許文献1参照)。
【0005】
また、ベルト式CVTでは、車輪回転数の少なくとも1つが伝達ベルトのすべりを発生させる程度に急上昇或いは急低下した場合に、可変プーリの伝達ベルトに対する挟圧力を高める技術も知られている(例えば、特許文献1参照)。
【0006】
【特許文献1】
特開2000−291695号公報
【0007】
【発明が解決しようとする課題】
しかし、特許文献1に係る技術では、急加減速状態を予測しておらず、車輪の回転数、回転加速度によって急加減速状態となったときに伝達トルクを制御するため、状況に応じた伝達トルクの的確な制御が行えない場合があった。
【0008】
即ち、急減速時のタイヤ側からの入力トルクの増大は連続的であるのに対して、車輪空転後のグリップ時のような急加速のときのタイヤ側からの入力トルクの増大は急激的又は突発的であるが、急加速時の伝達トルク(回転部材間での摩擦係合力)の上昇を急減速時の伝達トルクの上昇よりも大きくしていないため、伝達トルクの上昇が間に合わずに回転部材間で滑りが生じて磨耗し、耐久性が悪化する場合があった。
【0009】
本発明は、上記従来技術に鑑みてなされたものであり、車輪空転状態や急減速状態を予測又は検出し、これらの状態に基づき伝達部材間の伝達トルクを適切に制御することを目的とする。
【0010】
【課題を解決するための手段】
上記課題を解決する本発明の請求項1に係る駆動系部品保護制御方法は、エンジンからの駆動力を回転部材間での摩擦係合により車輪側へ伝達する伝達手段を備えた車両の動力伝達装置において、車両の急減速状態、及び車輪の空転状態を予測又は検知する車両状態検知手段と、上記検知手段によって、急減速状態又は空転状態を予測又は検知すると、上記摩擦係合の係合力を増大させる係合力増大手段を備え、該係合力増大手段は、上記空転状態のときの該係合力の増大を上記急減速状態のときの係合力の増大に対して急激に行うことを特徴とする。
【0011】
上記課題を解決する本発明の請求項2に係る駆動系部品保護制御方法は、請求項1において、制動操作を検知する制動操作検知手段を備え、上記検知手段によって車輪の空転状態が予測又は検知されている場合に、該制動操作検知手段によって制動操作が検知されると、上記係合力増大手段は、上記係合力をより増大させることを特徴とする。
【0012】
【発明の実施の形態】
本発明は、上記従来技術の不具合を解消し、タイヤ側から過大なトルクが入力される場合を予測又は検出し、これら機器のクラッチ、ベルトなどの伝達手段におけるトルク容量安全率を的確に確保しようとするものである。
ここで、タイヤ側からのトルクの過大入力としては、▲1▼タイヤの空転後の再グリップ、▲2▼急ブレーキ時の急停止など急減速に伴なう慣性イナーシャの反力によるものがある。
【0013】
タイヤ側からの入力トルク検出法として、これら機器に付けた車速センサーを用いることができ、▲1▼に対しては車速センサにより車速を検出し、その時の変速段、スロットル開度で得られる理論加速度以上の加速度が所定時間以上継続した時に係合油圧を高め、係合部の滑りを防止する制御を行い、▲2▼に対してはブレーキランプの点灯信号を検出したときに所定の減速度以上を検知した時に油圧を高める制御を行う。
【0014】
【実施例】
以下、本発明について、図面に示す実施例を参照して詳細に説明する。
本発明の一実施例に係る駆動系部品保護制御装置を図1に示す。
図1に示すように、電子制御ユニット(ECU)20には駆動系コンポーネント10から変速段信号、車速信号が入力されると共にエンジン20からスロットル開度信号、ブレーキ部スイッチ40からブレーキ信号が入力される。
【0015】
駆動系コンポーネント10は、具体的には、自動変速機、無断変速機、トルコン直結クラッチ、発進クラッチなどを言いい、エンジン30からの駆動力を回転部材間(自動変速機の場合は湿式クラッチやブレーキなどの摩擦係合要素、無断変速機のときは伝動ベルトとプーリ)での摩擦係合により車輪側へ伝達する伝達手段である。
スロットル開度信号は、エンジン30の吸気系に設けられた絞り弁の開度を示す信号であり、アクセルペダルを踏み込むことにより増大する。
【0016】
ブレーキ信号は、制動装置(ブレーキ)の制動操作を検知するものであり、例えば、ブレーキランプの点灯信号を利用することもできる。
電子制御ユニット20は、車速、変速段、スロットル開度センサ及びブレーキ信号を取り込み、入力された信号に基づいて後述するように加速度を演算し、駆動系コンポーネント10の係合油圧を変更する手段を有し、以下のような駆動系部品保護制御を行う。
【0017】
▲1▼車輪空転時の駆動系部品保護制御
車速の時間的変化(加速度)がその時の変速段、スロットル開度からみて充分大きい時は、車輪が空転するものと予測し、空転後にグリップした時に入力される過大トルクに備え駆動系コンポーネント10の伝達手段に対する係合力を予め高めておく。
▲2▼急減速時の駆動系部品保護制御
ブレーキON信号、スロットル開度全閉を検出して車速減速度が所定の値を越えた事を検出して駆動系コンポーネント10の伝達手段における係合力を高める。
【0018】
このように本実施例では、自動変速機、無断変速機などの伝達手段を備えた車両が前進段又はRレンジで運転中、トランスミッションの出力軸回転センサ又は車輪速センサで車速を検出し、車速の増加(正の加速度)がその時のスロットル開度、変速段で得られる値以上を所定時間継続した時、その後にタイヤ側から過大トルクの入力が予測されるとして駆動系コンポーネント10の動力伝達手段の係合力、具体的には係合油圧を高めるので、係合部の滑りを未然に防止することができる。
同様に、車速の減少(負の加速度)が所定値以上を所定時間継続した時、その後にタイヤ側から過大トルクの入力が予測されるとして駆動系コンポーネント10の動力伝達手段の係合力を高めるので、係合部の滑りを未然に防止することができる。
【0019】
本実施例に係る車輪空転時の駆動系部品保護制御方法の具体的なフローチャートを図2に示す。
先ず、イグニッションがONで且つ変速段が前進段又はRレンジのときに、変速段及びスロットル開度に基づいて理論加速度Aを求め(ステップS1)、次いで、トランスミッションの出力軸回転センサ又は車輪速センサで実際の車速を検出して微分することにより実測加速度Bを求める(ステップS2)。
引き続き、下式(1)により、理論加速度Aと実測加速度Bとを比較する(ステップS3)。
B>A・α  …(1)
ここで、αは所定値であり、実験又は理論的に定めることが出来る。
【0020】
そして、上記(1)式が一定時間T継続するか否か判断し(ステップS4)、一定時間T継続するときは、車輪空転後の再グリップ時にタイヤ側からの過大トルクの入力が予測されるとして、駆動系コンポーネント10の動力伝達手段における係合力(係合油圧)を予め増大させる(ステップS5)。
ここで、Tは所定値であり、実験又は理論的に定めることが出来る。
ステップS5により設定される係合油圧の時間的な変化率ΔPを図4(a)に示す。
変化率ΔPとは、現在の係合油圧から目標となる係合油圧まで単位時間当たりの変化量を言う。
一方、ステップS3において上記(1)式が満足されないか、又は、ステップS4において、上記(1)式が一定時間T継続しないときには、駆動系コンポーネント10の動力伝達手段における係合力(係合油圧)をそのままに維持する(ステップS6)。
【0021】
本実施例に係る急減速時の駆動系部品保護制御方法の具体的なフローチャートを図3に示す。
先ず、減速度として所定値Dを設定し(ステップT1)、次に、イグニッションがONで且つブレーキ信号がONとなっていることを条件に、車速を検出して微分することにより減速度Cを計算する(ステップT2)。
引き続き、下式(2)により、 減速度Cと所定値Dとを比較する(ステップT3)。
C>D  …(2)
そして、上記(2)式が一定時間T継続するか否か判断し(ステップT4)、一定時間T継続するときは、急ブレーキなど急減速によりタイヤ側から過大トルクの入力が予測されるとして、駆動系コンポーネント10の動力伝達手段における係合力(係合油圧)を予め増大させる(ステップT5)。
【0022】
ここで、Tは所定値であり、実験又は理論的に定めることが出来る。
ステップT5により設定される係合油圧の時間的な変化率ΔPを図4(b)に示す。
変化率ΔPとは、現在の係合油圧から目標となる係合油圧まで単位時間当たりの変化量を言う。
一方、ステップT3において上記(1)式が満足されないか、又は、ステップT4において、上記(2)式が一定時間T継続しないときには、駆動系コンポーネント10の係合油圧をそのままに維持する(ステップT6)。
【0023】
ここで、図4(a)(b)に示すよう、ステップS5又はT5により設定される係合油圧の時間的な変化率ΔP,ΔPを比較すると、下式(3)のように、ΔPがΔPよりも大きい。
ΔP>ΔP   …(3)
それは、急減速時のタイヤ側からの入力トルクの増大は連続的であるのに対して、車輪空転後の再グリップ時のときのタイヤ側からの入力トルクの増大は急激的又は突発的であるので、車輪空転時の係合力(係合油圧)の変化率ΔPを急減速時の係合圧の変化率ΔPよりも大きくすること、つまり、係合力の増大を急激に行うことにより、係合部での滑りを確実に防止することができる。
【0024】
また、本実施例では、制動操作検知手段としてブレーキ部スイッチ40を設けており、車輪の空転が予測又は検知されるときにこのブレーキ部スイッチ40により制動操作が検出されるときは、係合力をより増大させることが望ましい。
例えば、氷上で車輪が空転しながら車両が滑っているときに、ブレーキにより制動させようとしたときは、制動のためにタイヤ側からの過大トルクの入力が特に増大することが考えられるため、これに対応して、駆動系コンポーネント10の動力伝達手段における係合力(係合油圧)をより増大する必要があると考えられるためである。
【0025】
尚、前述した実施例では、駆動系コンポーネント10からの変速段信号又は車速信号に基づいて、タイヤ側からの過大トルクの入力を予測していたが、本発明はこれに限るものではなく、タイヤ側からの過大トルクの入力を検出して、駆動系コンポーネント10の動力伝達手段における係合力(係合圧)を高めて係合部の滑りを防止するようにしても良い。
【0026】
【発明の効果】
以上、実施例に基づいて具体的に説明したように、本発明によれば、タイヤ側からの過大トルクの入力を検出又は予測して、自動変速機、無断変速機、トルコン直結クラッチ、発進クラッチなどの駆動系の強度を確保することができる。即ち、タイヤ側から駆動系に入力される過大トルクに対し、これを予測又は検出し、係合部のトルク伝達容量を高めるため、滑りによる損傷を防ぎ、また通常はエンジントルクに見合った限界のトルク容量で動力伝達可能となり耐久性の確保と低燃費が実現可能となった。
特に、車輪の空転が予測又は検出されたときに制動操作が検知されると、係合力をより増大させるので、制動によりタイヤ側からの過大トルクの入力が特に増大する場合でも、動力伝達装置の滑りを確実に防止することができる。
【図面の簡単な説明】
【図1】本発明の一実施例に係る駆動系部品保護制御装置を示すブロック図である。
【図2】車輪空転時における駆動系部品保護制御方法を示すフローチャートである。
【図3】急減速時における駆動系部品保護制御方法を示すフローチャートである。
【図4】係合圧の変化を示すグラフである。
【符号の説明】
10 駆動系コンポーネント
20 電子制御ユニット(ECU)
30 エンジン
40 ブレーキ部スイッチ
[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a drive system component protection control method. Specifically, in a vehicle equipped with a power transmission device such as an automatic transmission (A / T), a continuously variable transmission (CVT), and a torque converter direct-coupled clutch, the input from the tire side is detected or predicted to secure the strength of the drive system. Control method.
[0002]
[Prior art]
Conventionally, in a vehicle equipped with a power transmission device such as an automatic transmission, a continuously variable transmission, and a torque converter direct-coupled clutch, transmission by a clutch and a transmission belt is performed so that a transmission torque capacity required for an input torque from an engine is minimized. Generally, torque is adjusted to reduce power loss due to excessive transmission force.
Specifically, these devices detect the throttle opening of the engine, the amount of fuel injection, and the like, and adjust the transmission torque in the clutch and the transmission belt in accordance with the detection to secure a sufficient transmission torque capacity.
[0003]
However, in these devices, no safety measures are taken to secure torque capacity against excessive input from the tire side.
This is because there is little recognition of the magnitude of excessive input from the tire side which occurs transiently, but recent research has shown that the value of the input from the tire side is 80% of the maximum input input from the engine side to the drive train. It has been found that some sort of measure is needed.
[0004]
Therefore, when driving on rough roads, for example, when the rotation speed of the wheels is suddenly reduced due to the wheels climbing on a rock and an excessive torque or a torque change is suddenly generated in the power transmission system, a power transmission path is formed. 2. Description of the Related Art A technique for releasing an automatic clutch has been known for the purpose of preventing damage to a power transmission path of each of the constituent parts (for example, see Patent Document 1).
[0005]
Further, in the belt type CVT, a technique is known in which, when at least one of the wheel rotation speeds suddenly rises or falls to such a degree as to cause slippage of the transmission belt, the clamping force of the variable pulley on the transmission belt is increased (for example, Patent Document 1).
[0006]
[Patent Document 1]
JP 2000-291695 A
[Problems to be solved by the invention]
However, the technique according to Patent Document 1 does not predict the rapid acceleration / deceleration state, and controls the transmission torque when the vehicle enters the rapid acceleration / deceleration state based on the rotation speed and the rotational acceleration of the wheels. In some cases, accurate control of torque could not be performed.
[0008]
That is, while the input torque from the tire side at the time of sudden deceleration is continuous, the input torque from the tire side at the time of sudden acceleration such as gripping after a wheel spins increases rapidly or Although sudden, the increase in transmission torque during rapid acceleration (frictional engagement force between rotating members) is not greater than the increase in transmission torque during sudden deceleration, so the transmission torque rises in time. In some cases, slippage occurs between the members, resulting in wear and deterioration of durability.
[0009]
The present invention has been made in view of the above conventional technology, and has as its object to predict or detect a wheel idling state or a sudden deceleration state and appropriately control a transmission torque between transmission members based on these states. .
[0010]
[Means for Solving the Problems]
A drive system component protection control method according to a first aspect of the present invention for solving the above-mentioned problems is a power transmission system for a vehicle including transmission means for transmitting a driving force from an engine to wheels by frictional engagement between rotating members. In the device, when the vehicle is rapidly decelerated, and the vehicle state detecting means for predicting or detecting the idling state of the wheels, and the detecting means predicts or detects the rapid deceleration state or the idling state, the engagement force of the frictional engagement is determined. An engaging force increasing means for increasing the engaging force in the idling state with respect to an increase in the engaging force in the rapid deceleration state. .
[0011]
A drive system component protection control method according to a second aspect of the present invention for solving the above-mentioned problems includes a braking operation detecting means for detecting a braking operation according to the first aspect, and the idling state of the wheel is predicted or detected by the detecting means. In this case, when the braking operation is detected by the braking operation detecting means, the engaging force increasing means further increases the engaging force.
[0012]
BEST MODE FOR CARRYING OUT THE INVENTION
The present invention solves the above-mentioned disadvantages of the prior art, predicts or detects a case where excessive torque is input from the tire side, and appropriately secures a torque capacity safety factor in a transmission means such as a clutch or a belt of these devices. It is assumed that.
Here, the excessive input of torque from the tire side includes (1) re-grip after idling of the tire, and (2) reaction force of inertia inertia accompanying sudden deceleration such as sudden stop during sudden braking. .
[0013]
As a method for detecting the input torque from the tire side, a vehicle speed sensor attached to these devices can be used. For (1), the vehicle speed is detected by the vehicle speed sensor, and the theoretical speed and throttle opening obtained at that time can be obtained. When the acceleration equal to or higher than the acceleration continues for a predetermined time or more, the engagement hydraulic pressure is increased to perform control to prevent the engagement portion from slipping. For (2), a predetermined deceleration is detected when a brake lamp lighting signal is detected. When the above is detected, control for increasing the oil pressure is performed.
[0014]
【Example】
Hereinafter, the present invention will be described in detail with reference to embodiments shown in the drawings.
FIG. 1 shows a drive system component protection control device according to an embodiment of the present invention.
As shown in FIG. 1, the electronic control unit (ECU) 20 receives a gear position signal and a vehicle speed signal from the drive system component 10, a throttle opening signal from the engine 20, and a brake signal from the brake switch 40. You.
[0015]
The drive system component 10 specifically refers to an automatic transmission, a continuously variable transmission, a torque converter direct-coupled clutch, a starting clutch, and the like. The drive force from the engine 30 is transmitted between rotating members (in the case of an automatic transmission, a wet clutch, Transmission means for transmitting to the wheel side by frictional engagement with a frictional engagement element such as a brake or a transmission belt and a pulley in the case of a continuously variable transmission.
The throttle opening signal is a signal indicating the opening of a throttle valve provided in the intake system of the engine 30, and increases when the accelerator pedal is depressed.
[0016]
The brake signal is for detecting a braking operation of a braking device (brake), and for example, a lighting signal of a brake lamp can be used.
The electronic control unit 20 takes in the vehicle speed, the gear position, the throttle opening sensor and the brake signal, calculates the acceleration based on the input signal as described later, and changes the engagement hydraulic pressure of the drive system component 10. And performs the following drive system component protection control.
[0017]
{Circle around (1)} Drive system component protection control when the wheels are idling When the time change (acceleration) of the vehicle speed is sufficiently large in view of the current gear position and throttle opening, it is predicted that the wheels will be idling, and when the wheel is gripped after idling. The engaging force of the drive system component 10 with respect to the transmission means is increased in advance in preparation for the input excessive torque.
(2) Drive system component protection control during rapid deceleration The brake ON signal and the throttle opening fully closed are detected to detect that the vehicle speed deceleration exceeds a predetermined value, and the engaging force of the transmission system component 10 in the transmission means is detected. Enhance.
[0018]
As described above, in this embodiment, while the vehicle including the transmission means such as the automatic transmission and the continuously variable transmission is operating in the forward gear or the R range, the vehicle speed is detected by the output shaft rotation sensor or the wheel speed sensor of the transmission, and the vehicle speed is detected. When the increase (positive acceleration) exceeds the value obtained at the current throttle opening and the shift speed for a predetermined period of time, it is assumed that an excessive torque is predicted to be input from the tire side thereafter. The engagement force, specifically, the engagement oil pressure is increased, so that the engagement portion can be prevented from slipping.
Similarly, when the decrease in vehicle speed (negative acceleration) continues for a predetermined value or more for a predetermined period of time, an input of excessive torque is predicted from the tire side, and the engaging force of the power transmission means of the drive system component 10 is increased. In addition, the engagement portion can be prevented from sliding.
[0019]
FIG. 2 shows a specific flowchart of the drive system component protection control method during wheel idling according to the present embodiment.
First, when the ignition is ON and the gear is in the forward gear or the R range, the theoretical acceleration A is obtained based on the gear and the throttle opening (step S1). Then, the output shaft rotation sensor or the wheel speed sensor of the transmission is obtained. The actual measured acceleration B is obtained by detecting and differentiating the actual vehicle speed (step S2).
Subsequently, the theoretical acceleration A and the actually measured acceleration B are compared by the following equation (1) (step S3).
B> A · α (1)
Here, α is a predetermined value and can be determined experimentally or theoretically.
[0020]
Then, the equation (1) determines whether or not to continue a predetermined time T 0 (step S4), and when continued for a certain time T 0, the input of the excessive torque from the tire side when the re grip rear wheel idles prediction As a result, the engagement force (engagement hydraulic pressure) of the power transmission means of the drive system component 10 is increased in advance (step S5).
Here, T 0 is a predetermined value and can be determined experimentally or theoretically.
Temporal rate of change of the engagement hydraulic pressure [Delta] P 1 set by the step S5 shown in Figure 4 (a).
The rate of change ΔP 1 refers to the amount of change per unit time from the current engagement oil pressure to the target engagement oil pressure.
On the other hand, if the above equation (1) is not satisfied in step S3, or in step S4, when the above equation (1) is not continued for a fixed time T 0 is the engaging force in the power transmission means of the drive system components 10 (engaging pressure ) Is maintained as it is (step S6).
[0021]
FIG. 3 shows a specific flowchart of the drive system component protection control method during rapid deceleration according to the present embodiment.
First, a predetermined value D is set as the deceleration (step T1). Next, under the condition that the ignition is ON and the brake signal is ON, the vehicle speed is detected and differentiated to determine the deceleration C. Calculation is performed (step T2).
Subsequently, the deceleration C is compared with the predetermined value D by the following equation (2) (step T3).
C> D (2)
Then, the equation (2) determines whether or not a predetermined time T 0 is continued (step T4), a predetermined time T 0 when the continued input of excessive torque from the tire side is predicted by the sudden deceleration, such as sudden braking The engagement force (engagement hydraulic pressure) of the power transmission means of the drive system component 10 is increased in advance (step T5).
[0022]
Here, T 0 is a predetermined value and can be determined experimentally or theoretically.
Temporal change rate [Delta] P 2 of the engagement oil pressure to be set in step T5 shown in Figure 4 (b).
The change rate [Delta] P 2, refers to the amount of change per unit time from the current engagement oil pressure to the engagement oil pressure as a target.
On the other hand, if the above equation (1) is not satisfied in step T3, or, in step T4, when the expression (2) does not continue a predetermined time T 0 will maintain engagement pressure of the drive system components 10 intact (step T6).
[0023]
Here, as shown in FIGS. 4A and 4B, comparing the temporal change rates ΔP 1 and ΔP 2 of the engagement hydraulic pressure set in step S5 or T5, the following equation (3) is obtained. ΔP 1 is greater than ΔP 2 .
ΔP 1 > ΔP 2 (3)
That is, while the input torque from the tire side at the time of sudden deceleration is continuous, the input torque from the tire side at the time of re-grip after wheel idling is abrupt or sudden. Therefore, by making the change rate ΔP 1 of the engagement force (engagement oil pressure) during wheel idling larger than the change rate ΔP 2 of the engagement pressure during rapid deceleration, that is, by rapidly increasing the engagement force, Slip at the engagement portion can be reliably prevented.
[0024]
Further, in this embodiment, the brake unit switch 40 is provided as the braking operation detecting means, and when the braking operation is detected by the brake unit switch 40 when the idling of the wheel is predicted or detected, the engagement force is reduced. It is desirable to further increase.
For example, when the vehicle is slipping on the ice while the wheels are slipping, when trying to brake with the brake, the input of excessive torque from the tire side for braking may be particularly increased. This is because it is considered that it is necessary to further increase the engagement force (engagement oil pressure) in the power transmission means of the drive system component 10 in response to the above.
[0025]
In the above-described embodiment, the input of the excessive torque from the tire side is predicted based on the gear position signal or the vehicle speed signal from the drive system component 10. However, the present invention is not limited to this. The input of excessive torque from the side may be detected, and the engagement force (engagement pressure) of the power transmission means of the drive system component 10 may be increased to prevent the engagement portion from slipping.
[0026]
【The invention's effect】
As described above, according to the present invention, according to the present invention, an automatic transmission, a continuously variable transmission, a torque converter direct-coupled clutch, a starting clutch is detected by detecting or predicting an excessive torque input from the tire side. Thus, the strength of the drive system can be ensured. That is, for the excessive torque input to the drive system from the tire side, this is predicted or detected, and in order to increase the torque transmission capacity of the engagement portion, damage due to slippage is prevented. Power transmission is possible with torque capacity, ensuring durability and low fuel consumption.
In particular, when the braking operation is detected when the slipping of the wheels is predicted or detected, the engagement force is further increased. Therefore, even when the excessive torque input from the tire side is particularly increased by the braking, the power transmission device Slip can be reliably prevented.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a drive system component protection control device according to one embodiment of the present invention.
FIG. 2 is a flowchart illustrating a drive system component protection control method during wheel idling.
FIG. 3 is a flowchart illustrating a drive system component protection control method during rapid deceleration.
FIG. 4 is a graph showing a change in engagement pressure.
[Explanation of symbols]
10 drive system component 20 electronic control unit (ECU)
30 Engine 40 Brake switch

Claims (2)

エンジンからの駆動力を回転部材間での摩擦係合により車輪側へ伝達する伝達手段を備えた車両の動力伝達装置において、車両の急減速状態、及び車輪の空転状態を予測又は検知する車両状態検知手段と、上記検知手段によって、急減速状態又は空転状態を予測又は検知すると、上記回転部材間の摩擦係合の係合力を増大させる係合圧増大手段を備え、該係合圧増大手段は、上記空転状態のときの該係合力の増大を上記急減速状態のときの係合力の増大に対して急激に行うことを特徴とする駆動系部品保護制御方法。In a vehicle power transmission device provided with a transmission means for transmitting a driving force from an engine to a wheel side by frictional engagement between rotating members, a vehicle state in which a sudden deceleration state of the vehicle and a wheel idling state are predicted or detected. A detecting means, and an engagement pressure increasing means for increasing an engagement force of frictional engagement between the rotating members when the sudden deceleration state or the idling state is predicted or detected by the detection means, and the engagement pressure increasing means is provided. A drive system component protection control method, wherein the increase in the engagement force in the idling state is rapidly performed with respect to the increase in the engagement force in the sudden deceleration state. 制動操作を検知する制動操作検知手段を備え、上記検知手段によって車輪の空転状態が予測又は検知されている場合に、該制動操作検知手段によって制動操作が検知されると、上記係合圧増大手段は、上記係合力をより増大させることを特徴とする請求項1記載の駆動系部品保護制御方法。A braking operation detecting means for detecting a braking operation, wherein when the idling state of the wheel is predicted or detected by the detecting means, the braking pressure detecting means detects the braking operation; The drive system component protection control method according to claim 1, wherein the engagement force is further increased.
JP2002301395A 2002-10-16 2002-10-16 Drive system component protection control method Expired - Fee Related JP4135462B2 (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7785231B2 (en) 2006-09-15 2010-08-31 Toyota Jidosha Kabushiki Kaisha Automatic transmission controlling apparatus and method
JP2010188911A (en) * 2009-02-19 2010-09-02 Toyota Motor Corp Braking force control device of vehicle
US8195369B2 (en) 2006-10-04 2012-06-05 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method of continuously variable transmission, program for realizing that method, and recording medium on which that program is recorded
JP2013024327A (en) * 2011-07-21 2013-02-04 Fuji Heavy Ind Ltd Control apparatus for continuously variable transmission

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7785231B2 (en) 2006-09-15 2010-08-31 Toyota Jidosha Kabushiki Kaisha Automatic transmission controlling apparatus and method
US8195369B2 (en) 2006-10-04 2012-06-05 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method of continuously variable transmission, program for realizing that method, and recording medium on which that program is recorded
JP2010188911A (en) * 2009-02-19 2010-09-02 Toyota Motor Corp Braking force control device of vehicle
US8280605B2 (en) 2009-02-19 2012-10-02 Toyota Jidosha Kabushiki Kaisha Braking force control apparatus for vehicle
JP2013024327A (en) * 2011-07-21 2013-02-04 Fuji Heavy Ind Ltd Control apparatus for continuously variable transmission

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