JP2015059609A - Control device of continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a continuously variable transmission, which has a simple configuration reducing the number of components small and can secure traveling of a vehicle when abnormality is caused in only a partial drive circuit for a control valve.SOLUTION: A control device of a continuously variable transmission is equipped with a first relay (F1) which is provided between a main electric power source (34), and drive circuits (M3, M4, M5) of transmission ratio adjusting means (LS3, LS4, LS5) and a drive circuit (M1) of a first clutch adjusting means (LS1), and a second relay (F2) which is provided between the main electric power source (34), and the drive circuits (M3, M4, M5) and a drive circuit (M2) of a second clutch adjusting means (LS2). When abnormality of the drive circuit (M1) is detected, the first relay (F1) is disconnected, when abnormality of the drive circuit (M2) is detected, the second relay (F2) is disconnected, and when abnormality of the drive circuits (M3, M4, M5) is detected, both of the first relay (F1) and the second relay (F2) are disconnected.

Description

  The present invention relates to a control device for a continuously variable transmission having a continuously variable transmission mechanism such as a toroidal type that can change a gear ratio steplessly.

  Conventionally, as a transmission of a vehicle, a toroidal continuously variable transmission mechanism including a rolling element (roller) that frictionally rolls between an input side disk and an output side disk, or a bridge between a driving pulley and a driven pulley. There is a continuously variable transmission including a continuously variable transmission mechanism capable of changing a transmission ratio steplessly, such as a belt-type continuously variable transmission mechanism including an endless belt.

  In such a continuously variable transmission, the gear ratio is adjusted such as hydraulic oil supplied to a clutch for shifting to perform a shifting operation, a pulley of a belt-type continuously variable transmission mechanism, and a trunnion of a toroidal continuously variable transmission mechanism. There is provided a hydraulic control device for controlling the hydraulic pressure of the hydraulic oil supplied to the speed change element. The continuously variable transmission as described above includes a control device including a drive circuit (drive device) for supplying a drive current to a control valve such as a linear solenoid valve provided in the hydraulic control device.

  In the control device as described above, when an abnormality such as a failure occurs in the drive circuit of the control valve, it is necessary to perform fail-safe control to stop energization of the drive circuit.

  As a prior art related to such fail-safe control, there is a control device described in Patent Document 1. Japanese Patent Application Laid-Open No. 2004-228561 describes a technique for cutting off power when a throttle sensor fails in a control device for an automatic transmission. In the control device described in Patent Document 1, when the presence of a failure in the throttle sensor power line is detected, the failure detection circuit outputs the failure presence to the microcomputer, and the microcomputer outputs the throttle sensor power to the switch circuit. Issue a shutoff command signal. As a result, the throttle sensor stops supplying power, and outputs the output signal as a throttle fully open signal.

Japanese Patent No. 2830381

  In addition, a fail-safe relay (FSR) is provided between the battery (main power supply) and the drive circuit as means for stopping energization of the linear solenoid valve when an abnormality such as a failure occurs in the drive circuit. Things have been done. However, in an electric circuit having a drive circuit for a linear solenoid valve in a conventional hydraulic control device, only one failsafe relay is installed for a plurality of drive circuits in order to reduce the manufacturing cost of the device. It was. However, in this configuration, when an abnormality occurs only in a part of the drive circuits, when the failsafe relay is turned off, the energization of all the linear solenoid valves is cut off and the entire system is stopped. Therefore, in the case where a mechanical backup mechanism that operates without being energized is not provided, there has been a disadvantage that the vehicle cannot travel thereafter. On the other hand, if one failsafe relay is installed in each circuit connected to all the linear solenoid valves, there is a problem that the cost of the apparatus is increased and the configuration is complicated.

  The present invention has been made in view of the above-described points, and an object of the present invention is to ensure traveling of a vehicle when an abnormality occurs only in a part of a drive circuit with a simple configuration with a reduced number of parts. It is an object of the present invention to provide a control device for a continuously variable transmission capable of achieving the above.

  In order to solve the above problems, a control device for a continuously variable transmission according to the present invention includes a power transmission element (53) that transmits power between an input element (51) and an output element (52), and a power transmission element. (53) and a speed change element (95, 96) for controlling the speed ratio of the rotation due to the driving force transmitted, and the rotation of the driving force from the driving source (10) is steplessly changed and output. The toroidal-type continuously variable transmission mechanism (5), the planetary mechanism (7), and the driving force from the drive source (10) are supplied to the output shaft (3) via the continuously variable transmission mechanism (5) and the planetary mechanism (7). ) And a first clutch (91) provided in a path for outputting to the output shaft (3), and the driving force from the drive source (10) via the continuously variable transmission mechanism (5) and without the planetary mechanism (7). A second clutch (92) provided in a path for outputting to the speed ratio mode, Thus, it is possible to set a low mode for low speed travel and reverse travel achieved by engaging the first clutch (91) and a high mode for high speed travel achieved by engaging the second clutch (92). A step transmission (1), a hydraulic control device (100) for supplying hydraulic pressure for shift control to the first and second clutches (91, 92) and the transmission elements (95, 96), and a hydraulic control device (100) And a control means (30) for controlling the hydraulic pressure supplied by the hydraulic control device (30), wherein the hydraulic control device (100) is a transmission ratio by the transmission elements (95, 96) of the continuously variable transmission mechanism (5). Gear ratio adjusting means (LS3, LS4, LS5) for adjusting the first clutch (91), first clutch adjusting means (LS1) for adjusting the engagement force of the first clutch (91), and engagement of the second clutch (92) Second to adjust the force Latch control means (LS2), and the control means (30) includes a main power source (34), drive devices (M3, M4, M5) for transmission ratio adjustment means (LS3, LS4, LS5), and a first Drive device (M1) for clutch adjustment means (LS1), drive device (M2) for second clutch adjustment means (LS2), drive device for main power supply (34) and gear ratio adjustment means (LS3, LS4, LS5) (M3, M4, M5) and the first relay (F1) provided between the drive unit (M1) of the first clutch adjusting means (LS1), the main power supply (34), and the gear ratio adjusting means (LS3, LS4). , LS5) and a second relay (F2) provided between the drive device (M3, M4, M5) of the second clutch adjusting means (LS2) and the drive device (M2) of the second clutch adjusting means (LS2).

  According to the present invention, in a control device for a continuously variable transmission capable of setting a low mode by engaging a first clutch and a high mode by engaging a second clutch as speed ratio (transmission ratio) modes, A first relay provided between the drive device of the ratio adjustment means and the drive device of the first clutch adjustment means, and provided between the main power supply and the drive device of the transmission ratio adjustment means and the drive device of the second clutch adjustment means. And a second relay. As a result, the number of relays provided for fail-safe in the event that an abnormality occurs in the drive device for the gear ratio adjusting means and the drive device for the first and second clutches, while minimizing the number of relays required, When an abnormality occurs, either the low mode or the high mode of the continuously variable transmission can be maintained as much as possible, so that the vehicle can continue to travel. Therefore, the vehicle can be ensured to travel with a simple configuration with a reduced number of parts when an abnormality occurs only in some of the drive devices.

  In the control device for the continuously variable transmission, the control means (30) disconnects the first relay (F1) when detecting an abnormality of the drive device (M1) of the first clutch adjustment means (LS1). When the abnormality of the driving device (M2) of the second clutch adjusting means (LS2) is detected, the second relay (F2) is disconnected and the driving device (M3, LS3, LS4, LS5) is disconnected. When an abnormality in M4, M5) is detected, both the first relay (F1) and the second relay (F2) may be disconnected.

  When an abnormality in the driving device of the first clutch adjusting means is detected, the power to the first clutch is cut off by disconnecting the first relay, and when an abnormality in the driving device of the second clutch adjusting means is detected. The power to the second clutch is cut off by disconnecting the second relay. In these cases, since electric power can be supplied to the drive device for the speed change element via the relay that is not disconnected, the vehicle can continue to travel in either the low mode or the high mode. On the other hand, when an abnormality occurs in the drive device for the speed change element, there is a possibility that a normal speed change operation cannot be performed by the continuously variable transmission mechanism unless both the first relay and the second relay are disconnected. Therefore, it is necessary to disconnect both the first relay and the second relay.

  In the control device for the continuously variable transmission, the hydraulic control device (100) includes a line pressure that is a source pressure of hydraulic pressure supplied to the transmission elements (95, 96) and the first and second clutches (91, 92). The line pressure adjusting means (LS6) for adjusting the pressure and the control means (30) are provided with a drive device (M6) for the line pressure adjusting means (LS6), and the main power supply (34) and the line pressure adjusting means (LS6). Either the first relay (F1) or the first relay (F2) is provided between the driving device (M6), and the line pressure adjusting means (LS6) is connected to the line pressure from the main power source (34). It may be a normally open type valve in which the line pressure is maximized in a state where no power is supplied to the driving device (M6) of the adjusting means (LS6).

  According to this configuration, the line pressure adjusting means for adjusting the line pressure, which is the original pressure for hydraulic control, is a normally open valve, and the first relay is provided between the main power source and the drive device for the line pressure adjusting means. By providing either one of the second relay and the second relay, the line pressure can be maximized even when the first relay or the second relay shuts off the main power source and the drive device for the line pressure adjusting means. Therefore, it is possible to ensure the vehicle traveling in a mode that is functioning normally, either the low mode or the high mode. Further, even when an abnormality occurs in the line pressure adjusting means, it is possible to ensure the vehicle travels in either the low mode or the high mode with the line pressure being maximized.

  In the control device for the continuously variable transmission, the drive device (M1) for the first relay (F1) and the first clutch 91 and the drive devices (M3 to M5) for the transmission elements (95, 96) are provided. , A first rectifier element (D1) capable of energizing from the first relay (F1) to the drive devices (M3 to M5) of the transmission elements (95, 96) is provided, and the second relay (F2) and Between the driving device (M2) of the second clutch 92 and the driving devices (M3 to M5) of the transmission elements (95, 96), the driving device (95, 96) of the transmission elements (95, 96) is provided between the second relay (F2). A second rectifying element (D2) that can be energized toward M3 to M5) may be provided.

According to this configuration, by connecting only the drive circuit for the speed change element to the relay via the rectifier element (diode), the passing current of the rectifier element can be suppressed, and the heat generation of the rectifier element can be suppressed. it can.
In addition, the code | symbol in said parenthesis shows the code | symbol of the component in embodiment mentioned later as an example of this invention.

  According to the control device for a continuously variable transmission according to the present invention, it is possible to ensure traveling of the vehicle when an abnormality occurs only in some of the drive devices with a simple configuration with a reduced number of parts.

1 is a skeleton diagram of a continuously variable transmission having a continuously variable transmission mechanism (toroidal continuously variable transmission mechanism) according to an embodiment of the present invention. FIG. It is a graph which shows the relationship between the speed ratio of a transmission, and the speed ratio of a toroidal type continuously variable transmission mechanism. FIG. 3 is a skeleton diagram of a continuously variable transmission showing power transmission paths in a low mode and a high mode. It is a figure which shows the hydraulic control apparatus (hydraulic circuit) for the shift control with which a continuously variable transmission is provided. It is a block diagram which shows the transmission control unit with which a continuously variable transmission is provided. It is a figure which shows about the relay which cut | disconnects at the time of failure detection of the drive circuit of each control valve, the driving state of the vehicle after relay disconnection, and the other drive circuit which monitors abnormality after relay disconnection. It is a flowchart which shows the abnormality detection of a drive circuit, and the process of fail safe operation | movement.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a skeleton diagram of a continuously variable transmission according to an embodiment of the present invention. A continuously variable transmission 1 according to this embodiment is a transmission mounted on a vehicle including an engine (internal combustion engine) 10 as a drive source, and the power of the engine 10 is transmitted via a flywheel 11 and a start clutch 12. Input shaft 2, an output shaft (counter shaft) 3 arranged in parallel with the input shaft 2, an intermediate shaft 4 arranged in parallel with the input shaft 2 and the output shaft 3, and a toroidal-type continuously variable transmission mechanism 5 And an idle gear train 6 and a planetary mechanism 7 as a differential mechanism.

  A toroidal-type continuously variable transmission mechanism (hereinafter simply referred to as “continuously variable transmission mechanism”) 5 is formed between a pair of input side disks 51 that are concentric with the input shaft 2 and rotate together, and the input side disk 51. The output side disk 52 arranged concentrically and rotatably with respect to the input shaft 2, and disposed between the input side disk 51 and the output side disk 52, and between the input side disk 51 and the output side disk 52. And a power roller (rolling element) 53 for transmitting power.

  The power roller 53 rotates to roll a toroidal surface (rolling surface) 51b formed on the inner surface of the input side disk 51 and a toroidal surface (rolling surface) 52b formed on the inner surface of the output side disk 52. The shaft 53a includes a shaft 53a and is swingable with respect to a swing shaft 53b (trunnion) orthogonal to the rotation shaft 53a and extending in the direction perpendicular to the paper surface. The power roller 53 is swung around the swing shaft 53b. By changing the tilt angle, the toroidal surfaces 51b and 52b roll while changing the contact pressure (frictional force) against the toroidal surfaces 51b and 52b. Thus, the speed ratio (ratio) of the continuously variable transmission mechanism 5 can be changed steplessly. In other words, the rotation of the input side disk 51 to which the driving force of the engine 10 is input is transmitted to the power roller 53 and is transmitted from the power roller 53 to the output side disk 52. The continuously variable transmission mechanism 5 performs a continuously variable transmission by continuously changing the inclination angle of the power roller 53.

  Although not shown in detail, the power roller 53 is supported by a trunnion 95 (see FIG. 4) up and down, and the entire trunnion 95 is connected to the hydraulic piston. As a result, the trunnion 95 moves in the vertical direction according to the hydraulic pressure supplied to the hydraulic piston. Further, the power roller 53 has a structure that rotates around the trunnion 95. When the swing shaft 53 b of the power roller 53 passes through the centers of the input side disk 51 and the output side disk 52, no force for tilting the power roller 53 is generated. For this reason, the inclination of the power roller 53 does not change and no speed change is performed. On the other hand, when the swinging shaft 53 b of the power roller 53 is moved upward, the force that pushes the power roller 53 outward is transmitted from the input side disk 51 and the output side disk 52 to the power roller 53. The power roller 53 is tilted by the force that pushes the power roller 53 outward. On the other hand, when the swinging shaft 53 b of the power roller 53 is moved downward, the force for pulling the power roller 53 inward is transmitted from the input side disk 51 and the output side disk 52 to the power roller 53. The power roller 53 is tilted in the opposite direction by the force pulling the power roller 53 inward.

  The swing of the power roller 53 is caused to move the trunnion 95 in the vertical direction by a trunnion (low side) control valve LS4 and a trunnion (high side) control valve LS5 which are shift elements provided in the hydraulic control device 100 described later. It is performed by moving to.

  Further, the continuously variable transmission 1 serves as a means for pressing the power roller 53 between the input side disk 51 and the output side disk 52, and a loader piston 96 that generates a pressing force (loader pressure) for pressure contact (see FIG. 4). ). A hydraulic control device 100, which will be described later, is provided with a loader piston control valve LS3 that is a speed change element. Thereby, the power roller 53 is pressed according to the magnitude of the control hydraulic pressure (loader pressure) by the control valve LS3, and as a reaction, the loader piston 96 presses the input side disk 51 against the power roller 53. The pressing force (thrust force) by the loader pressure sandwiches the power roller 53 between the input side disk 51 and the output side disk 52, and gives a frictional engagement force corresponding to the magnitude of the transmission torque.

  Output outer teeth 52 a are provided on the outer periphery of the output side disk 52. A first transmission gear 81 fixed so as to rotate integrally with the intermediate shaft 4 meshes with the external teeth 52a.

  The planetary mechanism 7 includes three elements: a sun gear 71 concentrically fixed to the intermediate shaft 4, a ring gear 72, and a carrier 74 that pivotally supports and revolves the sun gear 71 and the pinion 73 meshing with the ring gear 72. Is provided.

  The idle gear train 6 includes a first intermediate gear 61 fixed to the input shaft 2, a second intermediate gear 62 concentric with the intermediate shaft 4 and connected to the carrier 74, and the first intermediate gear 61 and the second intermediate gear 61. A third intermediate gear 63 that meshes with the gear 62 and is rotatably supported on the casing of the continuously variable transmission 1 (not shown).

  A second transmission gear 82 is rotatably supported on the intermediate shaft 4. The continuously variable transmission 1 is provided with a low clutch (first clutch) 91 and a high clutch (second clutch) 92. The low clutch 91 is configured to be switchable between a connected state in which the second transmission gear 82 and the ring gear 72 are connected and a released state in which the connection is broken. The high clutch 92 is configured to be switchable between a connected state in which the second transmission gear 82 and the first transmission gear 81 are connected, and a released state in which the connection is broken. The low clutch 91 and the high clutch 92 are constituted by wet multi-plate clutches. The first clutch and the second clutch of the present invention are not limited to the wet multi-plate clutch, and other clutches may be used.

  The second transmission gear 82 meshes with a third transmission gear 83 fixed to the output shaft 3. An output gear 3 a that meshes with the differential gear 13 is fixed to the output shaft 3. The parking gear 3 b is fixed to the output shaft 3 so as to be positioned between the output gear 3 a and the third transmission gear 83.

  The vehicle is also provided with a shift control unit (control means) 30 for controlling the shift operation of the continuously variable transmission 1. A transmission control unit (hereinafter referred to as “TCU”) 30 controls the hydraulic oil pressure supplied to the trunnion 95 and loader piston 96 by a hydraulic control device 100 described later, thereby rotating and shaking the power roller 53. The overall speed ratio of the continuously variable transmission 1 is controlled by controlling the speed ratio (ratio) of the continuously variable transmission mechanism 5 steplessly and controlling the engaging force of the high clutch 92 and the low clutch 91. To control.

  In addition, the vehicle includes an accelerator opening sensor 16 that detects an accelerator opening AP that accompanies an accelerator pedal operation by a driver, a vehicle speed sensor 17 that detects a vehicle speed V, and an engine speed that detects the rotational speed of the engine 10. A sensor 18 and a shift position sensor 19 for detecting the position of the shift lever are provided. Detection values (data) of the accelerator opening sensor 16, the vehicle speed sensor 17, the engine speed sensor 18, and the shift position sensor 19 are input to the TCU 30.

  FIG. 2 is a graph showing the relationship between the speed ratio (ratio) of the continuously variable transmission 1 and the speed ratio (ratio) of the continuously variable transmission mechanism 5 according to the present embodiment. The continuously variable transmission 1 of the present embodiment can set a low-speed traveling and reverse low mode (low-speed mode) and a high-speed high mode (high-speed mode) as speed ratio modes. The low mode is a state in which the speed ratio of the continuously variable transmission 1 decreases as the speed ratio of the continuously variable transmission mechanism 5 increases. The high mode is a state in which the speed ratio of the continuously variable transmission 1 increases as the speed ratio of the continuously variable transmission mechanism 5 increases.

  FIG. 3 is a skeleton diagram of the continuously variable transmission 1 and shows power transmission paths in the low mode and the high mode. The low mode and the high mode are switched by the low clutch 91 and the high clutch 92. The low mode is a mode that is established when the high clutch 92 is in the disengaged state and the low clutch 91 is in the connected (engaged) state. ) Is transmitted to the output shaft 3 via 7. The high mode is a mode established when the high clutch 92 is connected (engaged) and the low clutch 91 is opened, and the driving force from the engine 10 is transmitted only through the continuously variable transmission mechanism 5 (planetary mechanism). (Not via 7) to the output shaft 3.

  In the low mode, the gear ratio between the sun gear 71 of the planetary mechanism 7, the ring gear 72, and the pinion 73 of the carrier 74 is such that when the sun gear 71 and the carrier 74 are driven to rotate, the continuously variable transmission 1 Is set to a predetermined speed ratio, the ring gear 72 and the output shaft 3 connected thereto are in a neutral rotation stopped state (geared neutral (GN) state) due to the balance of the rotation of the sun gear 71 and the carrier 74. It is set to be.

  In the low mode, in a region where the speed ratio of the continuously variable transmission 1 is smaller than the predetermined speed ratio at which the geared neutral state is set, the output shaft 3 rotates in the reverse direction and the vehicle moves backward, In a state where the speed ratio of the stepped transmission 1 is smaller than the predetermined speed ratio, the output shaft 3 rotates in the forward rotation direction and the vehicle moves forward (moves forward at low speed). In other words, in the low mode, the reverse state and the forward state of the vehicle are switched according to the speed ratio of the continuously variable transmission 1 with the geared neutral state as a boundary.

  FIG. 4 is a view showing a hydraulic control device (hydraulic circuit) for shift control provided in the continuously variable transmission 1 of the present embodiment. The hydraulic control apparatus 100 shown in the figure includes a hydraulic circuit 101 through which hydraulic oil for driving the low clutch 91 and the high clutch 92, the trunnion 95, the loader piston 96, and the like circulates, and hydraulic oil in the oil tank OT. The oil pump OP supplied to the hydraulic circuit, the regulator valve 110 and the control valve (linear solenoid valve) LS6 for regulating the hydraulic oil supplied to the hydraulic circuit 101 to the line pressure (original pressure), and the regulator valve 110 and the control valve LS6 A plurality of control valves (linear solenoid valves) LS <b> 1 to LS <b> 5 for further regulating the hydraulic oil regulated to the pressure.

  The control valve LS6 is a normally open type linear solenoid valve, and its oil passage is opened when not energized (off), and the signal oil pressure of the maximum pressure (maximum value of the line pressure) is supplied to the downstream oil passage 111. Is to be supplied.

  The oil passage 111 on the downstream side of the regulator valve 110 and the control valve LS6 branches into a plurality of parts, a low clutch control valve (first clutch adjusting means) LS1, a high clutch control valve (second clutch adjusting means) LS2, respectively. Control valve (speed ratio adjusting means) LS3 for loader piston of the continuously variable transmission mechanism 5, control valve (speed ratio adjusting means) LS4 for trunnion (low side), control valve (speed ratio adjusting means) LS5 for trunnion (high side) It is connected to.

  As a result, the hydraulic oil discharged from the oil pump OP is introduced into the regulator valve 110 and the control valve LS6 via the oil passage 112 and regulated to the line pressure. Thereafter, the oil is supplied to the control valves LS1 to LS6 via the oil passage 111, and the low clutch 91, the high clutch 92, the loader piston 96, the low-side oil chamber 95a of the trunnion 95, and the high-side oil chamber 95b of the trunnion 95 are supplied. Supplied to at least one of them.

  Each control valve LS <b> 1 to LS <b> 6 is connected to the TCU 30 and receives a control signal, and secondarily regulates the hydraulic oil primarily regulated by the regulator valve 110 based on the control signal. Each of the control valves LS1 to LS6 includes a solenoid (not shown), and the solenoid is driven by a current input as a control signal, and according to the magnitude (current magnitude) of the input control signal. Secondary pressure adjustment of hydraulic oil. And it is comprised so that the oil_pressure | hydraulic of hydraulic fluid may be pressure | voltage-rised and output according to the increase in the control signal (electric current) input.

  In the oil passages 121 to 125 between the control valves LS1 to LS6 and the low clutch 91, the high clutch 92, the loader piston 96, the trunnion low side oil chamber 95a, and the trunnion high side oil chamber 95b, there are hydraulic sensors P1. -P5 is installed. A hydraulic pressure sensor P6 is installed in the oil passage 111. The oil pressure sensors P1 to P5 detect the oil pressure of the hydraulic oil supplied to the clutches 91 and 92, the trunnion 95, and the loader piston 96 from the control valves LS1 to LS5. The hydraulic pressure sensor P6 detects the hydraulic pressure (line pressure) of the hydraulic oil regulated by the regulator valve 110 and the control valve LS6. Oil pressure data detected by the oil pressure sensors P1 to P6 is input to the TCU 30.

  Engagement control of the low clutch 91 is performed by the hydraulic pressure supplied to the low clutch 91 by the low clutch control valve LS1. Further, the engagement of the high clutch 92 is controlled by the hydraulic pressure supplied to the high clutch 92 by the high clutch control valve LS2. Further, the pressing force by the loader piston 96 is controlled by the hydraulic pressure supplied to the loader piston 96 by the loader piston control valve LS3. Further, when hydraulic pressure is supplied to the high-side oil chamber 95b of the trunnion 95 by the trunnion (high-side) control valve LS5, the shaft of the power roller 53 can be moved upward. On the other hand, when hydraulic pressure is supplied to the low-side oil chamber 95a of the trunnion 95 by the trunnion (low-side) control valve LS4, the shaft of the power roller 53 can be moved downward.

  Next, the configuration of the TCU 30 will be described. FIG. 5 is a block diagram showing a configuration of the TCU 30. As shown in the figure, the TCU 30 includes a CPU (Central Processing Unit) 31 that is a main control unit, fail-safe relays (FSRs) F1 and F2, and drive circuits (solenoid drive circuits: drive devices) of the control valves LS1 to LS6. M1 to M6 are included. The system of the TCU 30 is activated by supplying power from the battery (main power supply) 34 to the power supply circuit 32 when the ignition switch (IG-SW) 33 is “ON”. The hydraulic pressure data detected by the hydraulic pressure sensors P1 to P6 and input to the TCU 30 is input to the CPU 31 via the sensor input circuits L1 to L6 built in the TCU 30. The CPU 31 can determine the abnormality of the drive circuits M1 to M6 based on the detection data of the hydraulic sensors P1 to P6.

  The drive circuits M1 to M6 of the linear solenoid bubbles LS1 to LS6 include a drive circuit M1 for the low clutch control valve LS1, a drive circuit M2 for the high clutch control valve LS2, a drive circuit M3 for the loader piston control valve LS3, and a trunnion. There is a drive circuit M4 for the (low side) control valve LS4, a drive circuit M5 for the trunnion (high side) control valve LS5, and a drive circuit M6 for the line pressure control valve LS6. Note that “FSR1”, “FSR2”, “PWM”, and the like written in the CPU 31 in FIG. However, the terminal names are examples, and are not limited to these names.

  The drive circuits M1 to M6 are circuits that generate control signals for controlling the control valves LS1 to LS6. A battery 34 is connected to each of the drive circuits M1 to M6, and a current for driving the solenoids of the control valves LS1 to LS6 from the battery 34 in accordance with a PWM (Pulse Width Modulation) signal output from the terminal “PWM” of the CPU 31. Is input to the solenoid as a control signal.

  A fail safe relay (FSR) F1 or F2 is interposed between the battery 34 and each of the drive circuits M1 to M6. As a fail-safe relay, two relays, a first relay F1 and a second relay F2, are provided. Thereby, when the CPU 31 “OFF” at least one of the first relay F1 and the second relay F2, at least one of the battery 34 and each of the drive circuits M1 to M6 is cut off. .

  The first relay F1 includes a drive circuit M1 for the battery 34 and the low clutch control valve LS1, a drive circuit M6 for the line pressure control valve LS6, a drive circuit M5 for the trunnion (high side) control valve LS5, and a trunnion (low side). It is provided between the drive circuit M4 of the control valve LS4 and the drive circuit M3 of the loader piston control valve LS3. The second relay F2 includes a drive circuit M2 for the battery 34 and the high clutch control valve LS2, a drive circuit M5 for the trunnion (high side) control valve LS5, a drive circuit M4 for the trunnion (low side) control valve LS4, It is provided between the loader piston control valve LS3 and the drive circuit M3.

  Therefore, the drive circuit M2 of the high clutch control valve LS2 is a drive circuit that can cut off (turn off) the power by disconnecting the second relay F2, and the drive circuit M1 of the low clutch control valve LS1. Is a drive circuit that can cut off (turn off) the power by disconnecting the first relay F1. Further, the drive circuit M3 of the loader piston control valve LS3 and the drive circuits M4 and M5 of the trunnion control pressure control valves LS4 and LS5 are cut off (off) unless both the first relay F1 and the second relay F2 are disconnected. It is a drive circuit that cannot. Further, the line pressure control control valve LS6 is configured to fully release the oil passage 111 when the first relay F1 is disconnected.

  When the CPU 31 disconnects (turns off) the first relay F1, the control signal for controlling the drive circuit M1 of the low clutch 91 on the downstream side becomes “0”. As a result, the hydraulic pressure of the hydraulic oil supplied to the low clutch 91 becomes “0”, so that the engagement of the low clutch 91 can be released. Further, when the CPU 31 disconnects (turns off) the second relay F2, the control signal for controlling the high clutch drive circuit M2 on the downstream side becomes “0”. Thereby, the hydraulic pressure of the hydraulic fluid supplied to the high clutch 92 becomes “0”, so that the engagement of the high clutch 92 can be released.

  As described above, in this embodiment, the fail-safe relay has two systems of the first relay F1 and the second relay F2, and both are mounted inside the TCU 30. As a result, the fail-safe operation in the case where an abnormality occurs in any of the drive circuits M1 to M6 without increasing the number of terminals of the TCU 30 and reducing the manufacturing cost of the apparatus by simplifying the configuration and reducing the installation location. High responsiveness and high reliability are ensured. Note that semiconductor relays are used for the first relay F1 and the second relay F2.

  Like the drive circuit M1 of the low clutch control valve LS1 and the drive circuit M2 of the high clutch control valve LS2, the drive circuits that can maintain the vehicle in a travelable state by controlling each other independently are mutually Safe relays are divided into separate systems.

  In the present embodiment, the first relay F1 is provided between the drive circuit M6 of the line pressure control valve LS6 and the battery 34. The line pressure control valve LS6 is a normally open valve. Therefore, when the supply of electric power from the battery 34 is cut off, the hydraulic oil with the maximum line pressure is supplied. Thus, when the first relay F1 is disconnected, the hydraulic oil of the maximum line pressure is supplied from the line pressure control valve LS6, so that the fuel consumption of the vehicle is reduced to some extent, but the hydraulic control by the hydraulic control device 100 is continued. be able to. Although the case where the line pressure control valve LS6 is connected to the first relay F1 is shown here, the line pressure control valve LS6 is one of the first relay F1 and the second relay F2 that has more power supply. Connect to a fail-safe relay.

  Further, the drive circuit M1 of the first relay F1 and the low clutch control valve LS1, the drive circuit M3 of the loader piston control valve LS3, the drive circuit M4 of the trunnion (low side) control valve LS4, and the trunnion (high side) control Between the drive circuit M5 of the valve LS5, a first diode (rectifier element) D1 that can be energized only from the first relay F1 toward the drive circuits M3 to M5 is installed. Further, the drive circuit M2 of the second relay F2 and the high clutch control valve LS2, the drive circuit M3 of the loader piston control valve LS3, the drive circuit M4 of the trunnion (low side) control valve LS4, and the trunnion (high side) control Between the driving circuit M5 of the valve LS5, a second diode (rectifying element) D2 that can be energized only from the second relay F2 toward the driving circuits M3 to M5 is installed.

  Drive circuits that cannot be controlled independently of each other, such as the drive circuit M4 of the trunnion (low side) control valve LS4 and the drive circuit M5 of the trunnion (high side) control valve LS5, are the first relay F1 and the second relay. Two systems of F2 are connected by a diode OR circuit. When a failure occurs in any of the drive circuits M3 to M5, both the first relay F1 and the second relay F2 are disconnected to cut off the two systems of power.

  Also, like the loader piston control valve LS3, the actuator drive circuit that needs to continue control even if one of the systems fails, the two systems of the first relay F1 and the second relay F2 are diodes. They are connected by an OR circuit. As a result, even if the drive circuit belonging to one of the first relay F1 and the second relay F2 breaks down and either the first relay F1 or the second relay F2 is disconnected, the loader piston control valve LS3 The power from the battery 34 can be continuously supplied to the drive circuit M3.

  FIG. 6 is a table showing a relay that is disconnected when a failure is detected in each of the drive circuits M1 to M6 of the control valves LS1 to LS6, a running state of the vehicle after the relay is disconnected, and another drive circuit that monitors an abnormality after the relay is disconnected. It is. As shown in the figure, when an abnormality (failure) occurs in the drive circuit M1 of the low clutch control valve LS1, the first relay F1 is disconnected. In this case, it is possible to secure traveling of the vehicle in the high mode by fastening the high clutch 92. In traveling in the high mode, the vehicle can be forcibly started. In this case, the drive circuit M2 for the high clutch control valve LS2, the drive circuit M3 for the loader piston control valve LS3, the drive circuits M4, M5 for the trunnion (high side and low side) control valves LS4, LS5, and line pressure The abnormality monitoring of the drive circuit M6 of the control valve LS6 is continued.

  When an abnormality (failure) occurs in the drive circuit M2 of the high clutch control valve LS2, the second relay F2 is disconnected. In this case, the low clutch 91 can be engaged to ensure the vehicle travels in the low mode. In this case, the drive circuit M1 for the low clutch control valve LS1, the drive circuit M3 for the loader piston control valve LS3, the drive circuits M4, M5 for the trunnion (high side and low side) control valves LS4, LS5, and line pressure The abnormality monitoring of the drive circuit M6 of the control valve LS6 is continued.

  When an abnormality (failure) occurs in the drive circuit M3 of the loader piston control valve LS3, both the first relay F1 and the second relay F2 are disconnected. In this case, the vehicle cannot travel thereafter. In this case, the abnormality monitoring of other drive circuits is not performed thereafter.

  When an abnormality (failure) occurs in the drive circuit M4 of the trunnion (low side) control valve LS4, both the first relay F1 and the second relay F2 are disconnected. Also in this case, the vehicle cannot travel thereafter. Also in this case, the abnormality monitoring of other drive circuits is not performed thereafter. Similarly, when an abnormality (failure) occurs in the drive circuit M5 of the trunnion (high side) control valve LS5, both the first relay F1 and the second relay F2 are disconnected. In this case, thereafter, the vehicle cannot travel. In this case, the abnormality monitoring of other drive circuits is not performed thereafter.

  When an abnormality (failure) occurs in the drive circuit M6 of the line pressure control valve LS6, the first relay F1 is disconnected. In this case, it is possible to secure traveling of the vehicle in the high mode by fastening the high clutch 92. In traveling in the high mode, the vehicle can be forcibly started. In this case, the drive circuit M1 for the low clutch control valve LS1, the drive circuit M2 for the high clutch control valve LS2, the drive circuit M3 for the loader piston control valve LS3, and the trunnion (low side and high side) control valve LS4. , The abnormality monitoring of the drive circuits M4 and M5 of LS5 is continued.

  FIG. 7 is a flowchart showing processing of abnormality detection and fail-safe operation of the drive circuits M1 to M6. In the flowchart shown in the figure, first, when an abnormality is determined in the drive circuit M2 of the high clutch control valve LS2 in step ST1 (YES), only the second relay F2 is disconnected (OFF) in step ST2. On the other hand, if there is no abnormality in the drive circuit M2 of the high clutch control valve LS2 in step ST1 (NO), then, if an abnormality is determined in the drive circuit M1 of the low clutch control valve LS1 in step ST3 (YES). In step ST4, only the first relay F1 is disconnected (OFF). If there is no abnormality in the drive circuit M1 of the low clutch control valve LS1 in step ST3 (NO), then, if an abnormality is determined in the drive circuit M6 of the line pressure control valve LS6 in step ST5 (YES). In step ST4, only the first relay F1 is disconnected. On the other hand, if there is no abnormality in the drive circuit M6 of the line pressure control valve LS6 in step ST5 (NO), then, in step ST6, an abnormality is determined in the drive circuit M5 of the trunnion (high side) control valve LS5. (YES) In step ST7, both the first relay F1 and the second relay F2 are disconnected. If there is no abnormality in the drive circuit M5 of the trunnion (high side) control valve LS5 in step ST6 (NO), then in step ST8, there is an abnormality in the drive circuit M4 of the trunnion (low side) control valve LS4. Is determined (YES), both the first relay F1 and the second relay F2 are disconnected in step ST7. If no abnormality is determined in the drive circuit M4 of the trunnion (low side) control valve LS4 in step ST8 (NO), then an abnormality is determined in the drive circuit M3 of the loader piston control valve LS3 in step ST9. If yes (YES), both the first relay F1 and the second relay F2 are disconnected in step ST7. If there is no abnormality in the drive circuit M3 of the loader piston control valve LS3 in step ST9 (NO), the process ends.

  On the other hand, after disconnecting only the second relay F2 in the previous step ST2, when the abnormality is determined in the drive circuit M1 of the low clutch control valve LS1 in step ST10 (YES), the first relay is determined in step ST11. Cut F1 additionally. If there is no abnormality in the drive circuit M1 of the low clutch control valve LS1 in step ST10 (NO), then, if an abnormality is determined in the drive circuit M6 of the line pressure control valve LS6 in step ST12 (YES). In step ST11, the first relay F1 is additionally disconnected. On the other hand, if there is no abnormality in the drive circuit M6 of the line pressure control valve LS6 in step ST12 (NO), then, in step ST13, an abnormality is determined in the drive circuit M5 of the trunnion (high side) control valve LS5. (YES), the first relay F1 is additionally disconnected in step ST11. If there is no abnormality in the drive circuit M5 of the trunnion (high side) control valve LS5 in step ST13 (NO), then the drive circuit M4 of the trunnion (low side) control valve LS4 is abnormal in step ST14. Is confirmed (YES), the first relay F1 is additionally disconnected in step ST11. If no abnormality is determined in the drive circuit M4 of the trunnion (low side) control valve LS4 in step ST14 (NO), an abnormality is determined in the drive circuit M3 of the loader piston control valve LS3 in step ST15. If yes (YES), the first relay F1 is additionally disconnected in step ST11. If there is no abnormality in the drive circuit M3 of the loader piston control valve LS3 in step ST15 (NO), the process is terminated.

  In addition, after disconnecting only the first relay F1 in the previous step ST4, subsequently, in step ST16, when an abnormality is determined in the drive circuit M2 of the high clutch control valve LS2 (YES), the second relay is determined in step ST17. Cut F2 additionally. If there is no abnormality in the drive circuit M2 of the high clutch control valve LS2 in step ST16 (NO), then, in step ST18, an abnormality is determined in the drive circuit M5 of the trunnion (high side) control valve LS5. In the case (YES), the second relay F2 is additionally disconnected in step ST17. On the other hand, if there is no abnormality in the drive circuit M5 of the trunnion (high side) control valve LS5 in step ST18 (NO), the drive circuit M4 of the trunnion (low side) control valve LS4 is abnormal in step ST19. Is confirmed (YES), the second relay F2 is additionally disconnected in step ST17. If there is no abnormality in the drive circuit M4 of the trunnion (low side) control valve LS4 in step ST19 (NO), then, in step ST20, an abnormality is determined in the drive circuit M3 of the loader piston control valve LS3. In the case (YES), the second relay F2 is additionally disconnected in step ST17. If there is no abnormality in the drive circuit M3 of the loader piston control valve LS3 in step ST20 (NO), the process is terminated.

  As described above, according to this embodiment, the control of the continuously variable transmission 1 that can set the low mode by engaging the first clutch 91 and the high mode by engaging the second clutch 92 as the speed ratio mode. In the apparatus, the battery 34 and loader piston control valve LS3 which is a gear ratio adjusting means, trunnion (low side) control valve LS4, trunnion (high side) control valve LS5 drive circuits M3 to M5 and low clutch control valve A first relay F1 provided between the driving circuit M1 of LS1, a battery 34, a loader piston control valve LS3 which is a gear ratio adjusting means, a trunnion (low side) control valve LS4, a trunnion (high side) control Driving circuit M3 to M5 of valve LS5 and high cylinder And a second relay F2 provided between the driving circuit M2 Ji control valve LS2.

  When the abnormality of the drive circuit M1 of the low clutch control valve LS1 is detected, the first relay F1 is disconnected. When the abnormality of the drive circuit M2 of the high clutch control valve LS2 is detected, the second relay F2 is detected. Is detected, and an abnormality is detected in the drive circuits M3 to M5 of the loader piston control valve LS3, the trunnion (low side) control valve LS4, and the trunnion (high side) control valve LS5, the first relay F1 and the 2 Disconnect both relays F2.

  As a result, continuously variable transmission is performed when an abnormality occurs in any of the drive circuits M1 to M5 while the number of relays provided for fail-safe when the abnormality occurs in the drive circuits M1 to M5 is minimized. It becomes possible to maintain the low mode or high mode of the machine 1, thereby allowing the vehicle to continue traveling. Therefore, it is possible to secure the traveling of the vehicle when an abnormality occurs only in a part of the drive circuits with a simple configuration with a reduced number of parts.

  In the control device for continuously variable transmission according to the present embodiment, the line pressure control valve LS6 for regulating the line pressure, which is the original pressure for hydraulic control, is a normally open valve, and the battery 34 and the line pressure control valve are used. A first relay F1 is provided between the driving circuit M6 of LS6. Thereby, even when the battery 34 and the drive circuit M6 of the line pressure control valve LS6 are disconnected by the first relay F1, the maximum line pressure can be supplied to the hydraulic circuit 101. Therefore, it is possible to ensure the vehicle traveling in a mode that is functioning normally, either the low mode or the high mode. Further, even when an abnormality occurs in the drive circuit M6 of the line pressure control valve LS6, the vehicle can be ensured to travel in either the low mode or the high mode with the line pressure being maximized.

  In the continuously variable transmission control apparatus according to the present embodiment, the first relay F1 and the drive circuit M1 and the drive circuits M3 to M5 are energized only from the first relay F1 to the drive circuits M3 to M5. The first diode D1 is provided, and the second relay F2 and the drive circuit M2 and the drive circuits M3 to M5 can be energized only from the second relay F2 to the drive circuits M3 to M5. A second diode D2 is provided.

  According to this configuration, only the drive circuits M3 to M5 are connected to the first and second relays F1 and F2 via the first and second diodes D1 and D2, thereby reducing the current passing through each diode D1 and D2. It is possible to suppress the heat generation of the diodes D1 and D2. In order to be able to supply power to the line pressure drive circuit M6 even when one of the first relay F1 and the second relay F2 is disconnected, the line pressure drive circuit M6 is provided with the first relay. It may be connected to both F1 and the second relay F2. However, here, the line pressure drive circuit M6 is connected to only one of the first relay F1 and the second relay F2 in order to suppress the current passing through the diodes D1, D2.

  Further, in the continuously variable transmission 1 of the present embodiment, an abnormality occurs in the drive circuits M3 to M5 of the loader piston control valve LS3 and the trunnion (high side and low side) control valves LS4 and LS5 which are speed ratio adjusting means. If the first relay F1 and the second relay F2 are not disconnected, there is a possibility that a normal speed change operation will not be performed by the continuously variable transmission mechanism 5. Therefore, when the abnormality of the drive circuits M3 to M5 is detected, both the first relay F1 and the second relay F2 are disconnected.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible. For example, in the above embodiment, as an example of the continuously variable transmission mechanism provided in the continuously variable transmission according to the present invention, a toroidal type including a rolling element (roller) that frictionally rolls between the input side disk and the output side disk. Although the continuously variable transmission mechanism is shown, the continuously variable transmission mechanism included in the continuously variable transmission according to the present invention is not limited to this as long as it is a continuously variable transmission mechanism that can change the gear ratio steplessly. A belt-type continuously variable transmission mechanism including an endless belt bridged between the driven pulley and the driven pulley may be used. In that case, the gear ratio adjusting means according to the present invention can be a control valve that supplies hydraulic pressure for adjusting the side pressure of the driving pulley and the driven pulley.

  In the above-described embodiment, the first and second clutch adjusting means and the gear ratio adjusting means according to the present invention are all control valves. However, the first and second clutch adjusting means and the gear ratio adjusting means have been described. In addition to this, the means may be a valve having another configuration such as an on-off type solenoid valve.

  Moreover, although the case where the main power supply concerning this invention is the battery 34 was shown in the said embodiment, illustration is abbreviate | omitted besides this, the main power supply concerning this invention is a DC-DC converter from a high voltage power supply. It is also possible to use a power source that generates a low-voltage power source that has been stepped down.

  In the above embodiment, the case where the drive circuits M1 to M6, which are drive devices according to the present invention, are circuits that receive the PWM signal from the CPU 31 and generate control signals for controlling the control valves LS1 to LS6. In addition to this, the driving device according to the present invention may be a valve driving IC that has been used recently, for example. The valve drive IC in this case is a drive device that receives a signal other than the PWM signal such as a current command value from the CPU and drives the control valve.

1 continuously variable transmission 2 input shaft 3 output shaft 4 intermediate shaft 5 toroidal continuously variable transmission mechanism 7 planetary mechanism (planetary gear mechanism)
10 Engine (drive source)
32 power circuit 34 battery (main power)
51 Input side disk (input element)
52 Output disk (output element)
53 Power Roller (Power transmission element)
91 Low clutch (first clutch)
92 High clutch (second clutch)
95 trunnion (transmission element)
95a Low side oil chamber 95b High side oil chamber 96 Loader piston (transmission element)
DESCRIPTION OF SYMBOLS 100 Hydraulic control apparatus 101 Hydraulic circuit 110 Regulator valve D1 1st diode (1st rectifier)
D2 Second diode (second rectifier)
F1 First relay F2 Second relay LS1 Low clutch control valve (first clutch adjusting means)
LS2 High clutch control valve (second clutch adjustment means)
LS3 Loader piston control valve (speed ratio adjusting means)
LS4 trunnion (low side) control valve (speed ratio adjusting means)
LS5 trunnion (high side) control valve (speed ratio adjusting means)
LS6 Line pressure control valve (Line pressure adjusting means)
M1 to M6 drive circuit (drive device)
P1 to P6 Hydraulic sensor

Claims (5)

A power transmission element for transmitting a driving force between the input element and the output element; and a speed change element for controlling a speed ratio of rotation by the driving force transmitted by the power transmission element. A continuously variable transmission mechanism that continuously outputs and outputs rotation of the driving force;
A planetary mechanism provided between the continuously variable transmission mechanism and the output shaft;
A first clutch provided in a path for outputting a driving force from the driving source to the output shaft via the continuously variable transmission mechanism and the planetary mechanism;
A second clutch provided in a path for outputting the driving force from the driving source to the output shaft via the continuously variable transmission mechanism without passing through the planetary mechanism;
With
As a speed ratio mode, it is possible to set a low mode for low speed forward travel and a reverse speed achieved by engaging the first clutch, and a high mode for high speed forward travel achieved by engaging the second clutch. A continuously variable transmission,
A hydraulic control device that supplies hydraulic pressure for shift control to the first and second clutches and the shift element;
Control means for controlling the hydraulic pressure supplied by the hydraulic control device;
In a continuously variable transmission control device comprising:
The hydraulic control device includes:
A gear ratio adjusting means for adjusting a gear ratio by the gear shift element;
First clutch adjusting means for adjusting the fastening force of the first clutch;
A second clutch adjusting means for adjusting the fastening force of the second clutch,
The control means includes
A main power supply,
A drive device for the gear ratio adjusting means;
A driving device for the first clutch adjusting means;
A driving device for the second clutch adjusting means;
A first relay provided between the main power source and the drive device for the gear ratio adjustment means and the drive device for the first clutch adjustment means;
A control device for a continuously variable transmission, comprising: a second relay provided between the main power source, a drive device for the gear ratio adjustment means, and a drive device for the second clutch adjustment means. The control means includes
When detecting an abnormality of the drive device of the first clutch adjustment means, disconnect the first relay,
When detecting an abnormality of the driving device of the second clutch adjusting means, disconnect the second relay,
2. The control device for a continuously variable transmission according to claim 1, wherein when an abnormality of the drive device of the gear ratio adjusting means is detected, both the first relay and the second relay are disconnected. The hydraulic control device includes:
A line pressure adjusting means for adjusting a line pressure that is a source pressure of the hydraulic pressure supplied to the transmission element and the first and second clutches;
The control means includes
A drive device for the line pressure adjusting means;
Between the main power supply and the driving device for the line pressure adjusting means, either the first relay or the first relay is provided,
The line pressure adjusting means is a normally open valve that maximizes the line pressure in a state where no power is supplied from the main power source to a drive device of the line pressure adjusting means. Or a control device for a continuously variable transmission according to 2; Between the first relay and the drive device for the first clutch and the drive device for the speed change element, a first rectifying element capable of energizing from the first relay toward the drive device for the speed change element is provided. And
A second rectifying element capable of energizing from the second relay toward the drive device of the transmission element is provided between the drive device of the second relay and the second clutch and the drive device of the transmission element. 4. The continuously variable transmission control device according to claim 3, wherein the control device is a continuously variable transmission. The continuously variable transmission mechanism is a toroidal continuously variable transmission mechanism including a rolling element that is a power transmission element that frictionally rolls between an input side disk that is the input element and an output side disk that is the output element. The continuously variable transmission according to any one of claims 1 to 4, wherein the continuously variable transmission is provided.

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