JP2020115029A - Automatic transmission device - Google Patents

Abstract

To cause shift-down to low-speed stage even when there occurs a valve failure.SOLUTION: A working fluid circuit 60 is configured to be able to supply working fluid for low-speed stage actuators 52, 54 which shift and move sleeves 42B, 44B of synchronizers 42, 44 switching shift gear trains 35, 56 on a low-speed stage side where a vehicle can be started among a plurality of shift gear trains 31 to 37 to coupling states even when a failure occurs to a part of valves 62 to 65 of a plurality of valves 62 to 65. A control part 120 supplies the low-speed stage actuators 52, 54 with working fluid and performs shift-down control that switches the shift gear trains 35, 36 on the low-speed stage side to the coupling state when a failure occurs to a part of the valves 62 to 65 of the plurality of valves 62 to 65.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to automatic transmissions.

In a general stepped automatic transmission, when performing a shift change, the sleeve of the synchronizer is shifted by an actuator such as a hydraulic type to connect the target transmission gear to the input shaft and output shaft. Thus, the power transmission path of the desired shift speed is established (see, for example, Patent Document 1).

JP, 2008-168913, A

The hydraulic oil pumped by a pump or the like is supplied to the actuator via a hydraulic oil circuit or the like. Such a hydraulic oil circuit is provided with various valves that appropriately switch the supply or discharge of the hydraulic oil to the actuator. For this reason, for example, if at least some of the valves fail while the vehicle is traveling, the shift speed cannot be shifted down to the low speed side, and the vehicle may be unable to start. In order to solve this, it is conceivable to increase the number of valves and the number of oil passages, but in this case, there is a concern that the cost will increase and the mounting space will increase.

An object of the technology of the present disclosure is to enable downshifting to a low speed stage even when a failure occurs in a valve of a working fluid circuit with a simple configuration.

The technology of the present disclosure is an automatic transmission that transmits power from a drive force source of a vehicle to drive wheels, and includes a coupling state for transmitting power of the drive force source to the drive wheels and power of the drive force source. The transmission mechanism includes a plurality of transmission gear trains that can be switched to an uncoupled state that is not transmitted to the drive wheels, a sleeve that can engage with the transmission gear trains by shift movement, and the transmission gear trains are in the coupled state or A plurality of synchronizers for selectively switching to the non-coupling state, a plurality of actuators for shifting the sleeve, and a flow path for supplying a working fluid to the actuator are provided, and the flow path of the working fluid can be switched. A working fluid circuit including a plurality of valves; and a control unit that controls the operation of the valves to control the supply of the working fluid to the actuator, wherein the working fluid circuit is one of the plurality of valves. A low-speed stage actuator that shifts a sleeve of a synchronizer that switches the low-speed stage shift gear train capable of starting the vehicle among the plurality of shift gear trains to the coupled state even if a failure occurs in a valve of the section. The control means supplies the working fluid to the low-speed stage actuator to supply the working fluid to the low-speed stage actuator when a failure occurs in some of the plurality of valves. The shift down control for switching the shift gear train of 1 to the coupling state is executed.

The speed change mechanism includes, as the low-speed-side speed change gear train, a start-speed change gear train and a low-speed-direction change gear train having a gear ratio smaller than that of the start-speed change gear train. A plurality of synchronizers, a start stage synchronizer for selectively switching the start stage shift gear train to the coupled state or the non-coupled state; and a low shift stage side shift gear train in the coupled state or the non-joint state. A low-speed side synchronizer for selectively switching to a coupled state, wherein the plurality of actuators include a start-stage actuator that shifts a sleeve of the start-stage synchronizer, and a sleeve of the low-speed side synchronizer. And a low speed stage side actuator that shifts, the working fluid circuit, even if a failure occurs in some of the plurality of valves, either the starting stage actuator or the low speed stage side actuator. One of the plurality of valves is configured to be able to supply a working fluid to one of the plurality of valves, and when a failure occurs in a part of the plurality of valves, the control means controls the start stage actuator or the low stage side actuator. It is preferable that the downshift control is executed by supplying working fluid to either one of them and switching the start stage shift gear train or the low speed stage shift gear train to the coupling state.

According to the technique of the present disclosure, even if a failure occurs in a valve of the working fluid circuit, it is possible to downshift to a low speed stage with a simple configuration.

1 is a schematic overall configuration diagram showing a dual clutch type transmission mounted on a vehicle according to the present embodiment. It is a typical whole block diagram showing the hydraulic fluid circuit concerning this embodiment. It is a functional block diagram which shows the control unit which concerns on this embodiment, and a related peripheral structure. It is a figure which shows the power transmission path of the 1st speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 2nd speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 3rd speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 4th speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 5th speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 6th speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 7th speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 8-speed stage of the dual clutch type transmission which concerns on this embodiment. It is a figure which shows the power transmission path of the 9th speed stage of the dual clutch type transmission which concerns on this embodiment. It is a flow chart figure explaining the flow of downshift control at the time of failure concerning this embodiment.

Hereinafter, an automatic transmission according to this embodiment will be described with reference to the accompanying drawings. The same parts are designated by the same reference numerals, and their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

FIG. 1 is a schematic overall configuration diagram showing a dual clutch transmission 1 which is an example of an automatic transmission mounted on a vehicle according to the present embodiment.

The vehicle is equipped with the engine 2 as an example of a driving force source. The crankshaft 3 of the engine 2 is connected to the first input shaft 21 and the second input shaft 22 of the speed change mechanism 30 via the dual clutch device 10. The output shaft 25 of the speed change mechanism 30 is connected to a propeller shaft that is connected to left and right drive wheels (not shown) via a differential gear device or the like.

The dual clutch device 10 has a first clutch 11 and a second clutch 12. The operation of each of the clutches 11 and 12 is controlled according to a command from the control unit 100.

The first clutch 11 is, for example, a hydraulically operated wet multi-plate clutch, and includes a plurality of first pressure plates 11</b>A provided on a clutch hub that is integrally rotatable with the crankshaft 3, a first input shaft 21, and a first input shaft 21. It is provided with a plurality of first clutch discs 11B provided on an integrally rotatable clutch drum. When the first pressure plate 11A is pressed by a piston (not shown) and comes into pressure contact with the first clutch disc 11B, the power of the engine 2 is transmitted to the first input shaft 21 via the first clutch 11 ( Contact state).

The second clutch 12 is, for example, a hydraulically operated wet multi-plate clutch, and includes a plurality of second pressure plates 12A provided on a clutch hub that is integrally rotatable with the crankshaft 3, a second input shaft 22, and a second input shaft 22. It is provided with a plurality of second clutch disks 12B provided on an integrally rotatable clutch drum. When the second pressure plate 12A is pressed by a piston (not shown) and comes into pressure contact with the second clutch disc 12B, the power of the engine 2 is transmitted to the second input shaft 22 via the second clutch 11 ( Contact state).

The transmission mechanism 30 includes a first input shaft 21, a second input shaft 22, an output shaft 25, a first counter shaft 23, a second counter shaft 24, a plurality of transmission gear trains 31 to 37, and a plurality of transmission gear trains 31 to 37. The synchronization devices 41 to 44 are provided. The operation of each of the synchronizers 41 to 44 is controlled according to a command from the control unit 100.

The first input shaft 21 is connected to the output side of the first clutch 11. The second input shaft 22 is connected to the output side of the second clutch 12. The second input shaft 22 is a hollow shaft into which the first input shaft 21 is inserted, and is rotatably supported by the first input shaft 21 via a bearing or the like (not shown).

The output shaft 25 is arranged coaxially with the first and second input shafts 21 and 22 at a distance from the output side end of the first input shaft 21. The first counter shaft 23 is arranged in parallel with each of the input shafts 21 and 22 and the output shaft 25 at intervals. The second counter shaft 24 is a hollow shaft into which the first counter shaft 23 is inserted, and is rotatably supported by the first counter shaft 23 via a bearing or the like (not shown).

The first input gear train 31 has a first input main gear 31A and a first input sub gear 31B. The first input main gear 31A is integrally rotatably provided on the second input shaft 22. The first input sub gear 31B is integrally rotatably provided on the first counter shaft 23 and always meshes with the first input main gear 31A.

The second input gear train 32 is a reverse gear train and includes a second input main gear 32A, a second input sub gear 32B, and an idler gear 32C. The second input main gear 32A is integrally rotatably provided at a portion of the first input shaft 21 on the output side of the second input shaft 22. The second input sub gear 32B is relatively rotatably provided at a portion of the first counter shaft 23 on the output side of the first input sub gear 31B. The second input main gear 32 and the second input sub gear 32B always mesh with the idler gear 32C.

The third input gear train 33 has a third input main gear 33A and a third input sub gear 33B. The third input main gear 33A is provided relatively rotatably at a portion of the first input shaft 21 on the output side of the second input main gear 32A. The third input sub gear 33B is integrally rotatably provided on the second counter shaft 24, and always meshes with the third input main gear 33A.

The input/output gear train 34 has an input/output main gear 34A and an input/output sub gear 34B. The input/output main gear 34A is provided relatively rotatably at a portion of the first input shaft 21 on the output side of the third input main gear 33A. The input/output auxiliary gear 34B is integrally rotatably provided at a portion of the second counter shaft 24 on the output side of the third input auxiliary gear 33B, and always meshes with the input/output main gear 34A. In this embodiment, the input/output gear train 34 functions as an input gear train for reduction at low speed stages (first and third speeds) and an output gear train for reduction at high speed stages (8th and 9th speeds). Function as.

The first output gear train 35 is a reduction gear train on the low speed stage side (the third to fifth speed stages in this embodiment), and has a first output main gear 35A and a first output sub gear 35B. The first output main gear 35A is provided at the output side end of the output shaft 25 so as to be relatively rotatable. The first output sub gear 35B is integrally rotatably provided at a portion of the second counter shaft 24 on the output side of the input/output sub gear 34B, and is always meshed with the first output main gear 35A.

The second output gear train 36 is a reduction gear train for the starting gear (first and second gears in this embodiment) in which the gear ratio is set larger than that of the first output gear train 35. It has a gear 36A and a second output sub gear 36B. The second output main gear 36A is provided relatively rotatably at a portion of the output shaft 25 on the output side of the first output main gear 35A. The second output sub gear 36B is integrally rotatably provided at a portion of the first counter shaft 23 that is on the output side of the second counter shaft 24, and always meshes with the second output main gear 36A.

The third output gear train 37 is a reduction gear train on the high speed stage side (for the sixth speed stage in the present embodiment), and has a third output main gear 37A and a third output sub gear 37B. The third output main gear 37A is provided relatively rotatably at a portion of the output shaft 25 on the output side of the second output main gear 36A. The third output sub gear 37B is integrally rotatably provided at a portion of the first counter shaft 23 that is on the output side of the second output sub gear 36B, and always meshes with the third output main gear 37A.

The first synchronizer 41 includes a first hub 41A that is integrally rotatable with the first input shaft 21 between the third input main gear 33A and the input/output main gear 34A, and outer peripheral teeth of the first hub 41A. A first sleeve 41B having inner teeth that mesh with each other; a dog gear 41C integrally rotatably provided on the third input main gear 33A; a dog gear 41D integrally rotatably provided on the input/output main gear 34A; A synchronizer ring (not shown) provided between the hub 41A and the dog gears 41C and 41D is provided.

In the first synchronizer 41, the first sleeve 41B is shifted by a shift fork (not shown), and meshes with the dog gears 41C and 41D (engages with the gears 33A and 34A), whereby the third input main gear 33A and The input/output main gear 34A is selectively synchronously coupled with the first input shaft 21 (a coupling state in which power is transmitted). On the other hand, when the first sleeve 41B is in the neutral position where the first sleeve 41B meshes only with the first portion 41A, the first synchronizer 41 is in the uncoupled state in which power is not transmitted.

The second synchronizer 42 includes a second hub 42A integrally rotatably provided on the output shaft 25 (an input side end of the output shaft 25) between the input/output main gear 34A and the first output main gear 35A, and The second sleeve 42B having inner peripheral teeth that mesh with the outer peripheral teeth of the second hub 42A, the dog gear 42C integrally rotatably provided on the input/output main gear 34A, and the first output main gear 35A integrally rotatably provided. Dog gear 42D, and a synchronizer ring (not shown) provided between the second hub 42A and the dog gears 42C and 42D, respectively.

In the second synchronizer 42, the second sleeve 42B is shifted by a shift fork (not shown), and meshes with the dog gears 42C and 42D (engages with the gears 34A and 35A), whereby the input/output main gear 34A and the The 1-output main gear 35A is selectively synchronously coupled with the output shaft 25 (coupled state for transmitting power). On the other hand, when the second sleeve 42B is in the neutral position where it meshes only with the second hub 42A, the second synchronizer 42 is in the uncoupled state in which power is not transmitted.

The third synchronizer 43 includes a third hub 43A integrally rotatably provided on the first counter shaft 23 between the second input auxiliary gear 32B and the third input auxiliary gear 33B, and outer peripheral teeth of the third hub 43A. A third sleeve 43B having inner peripheral teeth that mesh with, a dog gear 43C integrally rotatably provided on the second input auxiliary gear 32B, and a dog gear 43D integrally rotatably provided on the third input auxiliary gear 33B, A synchronizer ring (not shown) provided between the third hub 43A and the dog gears 43C and 43D is provided.

In the third synchronizer 43, the third sleeve 43B is shifted by a shift fork (not shown) and meshes with the dog gears 43C and 43D (engages with the gears 32B and 33B), whereby the second input sub gear 32B and The third input auxiliary gear 33B is selectively synchronously coupled to the first counter shaft 23 (a coupling state in which power is transmitted). On the other hand, when the third sleeve 43B is in the neutral position where it meshes only with the third hub 43A, the third synchronizer 43 is in an uncoupled state in which power is not transmitted.

The fourth synchronizer 44 meshes with a fourth hub 44A that is integrally rotatably provided on the output shaft 25 between the second output main gear 36A and the third output main gear 37A, and the outer peripheral teeth of the fourth hub 44A. A fourth sleeve 44B having inner peripheral teeth, a dog gear 44C integrally rotatably provided on the second output main gear 36A, a dog gear 44D integrally rotatably provided on the third output main gear 37A, and a fourth It includes a synchronizer ring (not shown) provided between the hub 44A and the dog gears 44C and 44D.

In the fourth synchronizer 44, the fourth sleeve 44B is shifted by a shift fork (not shown), and meshes with the dog gears 44C and 44D (engages with the gears 36A and 37A), whereby the second output main gear 36A and The third output main gear 37A is selectively synchronously coupled to the output shaft 25 (a coupling state for transmitting power). On the other hand, when the fourth sleeve 44B is in the neutral position in which the fourth sleeve 44B meshes only with the fourth hub 44A, the fourth synchronizer 44 is in an uncoupled state in which power is not transmitted. If the second output main gear 36A and the third output main gear 37A are fixed gears, and the second output sub gear 36B and the third output sub gear 37B are idle gears, the fourth synchronizer 44 has a first counter. It may be provided on the shaft 23 side.

The engine speed sensor 200 acquires the engine speed from the crankshaft 3. The accelerator opening sensor 210 acquires a fuel injection amount Q (injection instruction value) of the engine 2 according to a depression amount of an accelerator pedal (not shown). The vehicle speed sensor 220 acquires the vehicle speed V of the vehicle from the output shaft 25 (or the propeller shaft). The vehicle speed sensor 220 may be a wheel speed sensor or the like. The sensor values of these various sensors 200 to 220 are output to the control unit 100 electrically connected.

Next, the details of the hydraulic oil circuit 60 for shifting the sleeves 41B to 44B of the synchronizers 41 to 44 will be described with reference to FIG.

As shown in FIG. 2, the hydraulic oil circuit 60 includes an oil pump 61, a first proportional valve 62, a second proportional valve 63, a first switching valve 64, a second switching valve 65, and a first spool valve. 66, a second spool valve 67, a third spool valve 68, and a plurality of lines 71 to 98.

The oil pump 61 pumps the hydraulic oil pumped up from the oil pan 70. A plurality of lines 71, 72, 73, 74 are connected to the oil pump 61. The line 71 is connected to the first proportional valve 62, and the line 72 is connected to the second proportional valve 63. The line 73 is connected to the first switching valve 64, and the line 74 is connected to the second switching valve 65.

The first proportional valve 62 is connected to the first spool valve 66 via a line 75. When the first proportional valve 62 is energized according to a command from the control unit 100, the opening is increased (the oil supply amount from the line 71 to the line 75 is increased) according to the energized amount. When not energized, the valve is closed (OFF) by the biasing force of the spring.

The second proportional valve 63 is connected to the first spool valve 66 via a line 76. When the second proportional valve 63 is energized in response to a command from the control unit 100, the opening degree is increased (the oil supply amount from the line 72 to the line 76 is increased) in accordance with the energized amount. When not energized, the valve is closed (OFF) by the biasing force of the spring.

The first switching valve 64 is connected to the first spool valve 66 via a signal line 77. The first switching valve 64 is opened (ON) when energized according to a command from the control unit 100, and is closed (OFF) by a biasing force of a spring when de-energized. When the first switching valve 64 opens, the signal hydraulic pressure is supplied from the line 73 to the first spool valve 66 via the signal line 77.

The second switching valve 65 is connected to the second and third spool valves 67 and 68 via a signal line 78, respectively. The second switching valve 65 is opened (ON) when energized according to a command from the control unit 100, and is closed (OFF) by the biasing force of the spring when de-energized. When the second switching valve 65 opens, the signal hydraulic pressure is supplied from the line 74 to the second and third spool valves 67 and 68 via the signal line 78.

The first spool valve 66 is connected to the second spool valve 67 via lines 79 and 80, and is connected to the third spool valve 68 via lines 81 and 82. The valve position of the first spool valve 66 is controlled according to the supply/discharge of the signal hydraulic pressure.

Specifically, when the signal hydraulic pressure is supplied by turning on the first switching valve 64, the first spool valve 66 is controlled to a valve position that connects the line 75 and the line 81 and the line 76 and the line 82, respectively. .. On the other hand, when the supply of the signal hydraulic pressure is stopped by turning off the first switching valve 64, the first spool valve 66 causes the line 75 and the line 79 and the line 76 and the line 80 to communicate with each other by the biasing force of the spring. Controlled by position.

First to fourth oil supply/discharge lines 91, 92, 93, 94 are connected to the second spool valve 67. The valve position of the second spool valve 67 is controlled according to the supply/discharge of the signal hydraulic pressure.

Specifically, when the signal hydraulic pressure is supplied by turning on the second switching valve 65, the second spool valve 67 causes the line 79 and the second oil supply/discharge line 92, and the line 80 and the fourth oil supply/discharge line 94. Are controlled so that the valves communicate with each other. On the other hand, when the supply of the signal hydraulic pressure is stopped by turning off the second switching valve 65, the second spool valve 67 causes the line 79 and the first oil supply/discharge line 91, and the line 80 and the third line by the biasing force of the spring. The oil supply/drain lines 93 are controlled to valve positions that communicate with each other.

Fifth to eighth oil supply/discharge lines 95, 96, 97, 98 are connected to the third spool valve 68. The valve position of the third spool valve 68 is controlled according to the supply/discharge of the signal hydraulic pressure.

Specifically, when the signal hydraulic pressure is supplied by turning on the second switching valve 65, the third spool valve 68 causes the line 81 and the fifth oil supply/discharge line 95, and the line 82 and the seventh oil supply/discharge line 97. Are controlled so that the valves communicate with each other. On the other hand, when the supply of the signal oil pressure is stopped by turning off the second switching valve 65, the third spool valve 68 causes the line 81 and the sixth oil supply/discharge line 96, and the line 82 and the eighth oil line by the biasing force of the spring. The valve positions are controlled so that the oil supply/discharge lines 98 communicate with each other.

The first oil supply/discharge line 91 is connected to the hydraulic chamber 51A of the first actuator 51. The sixth oil supply/discharge line 96 is connected to the hydraulic chamber 51B of the first actuator 51.

When the hydraulic oil is supplied to the hydraulic chamber 51A from the first oil supply/discharge line 91, the first actuator 51 shifts the first sleeve 41B to the third input main gear 33A side (the front side in FIG. 1), When hydraulic oil is supplied to the hydraulic chamber 51B from the sixth oil supply/discharge line 96, the first sleeve 41B is shifted to the input/output main gear 34A side (rear side in FIG. 1).

The second oil supply/discharge line 92 is connected to the hydraulic chamber 52A of the second actuator 52. The fifth oil supply/discharge line 95 is connected to the hydraulic chamber 52B of the second actuator 52.

The second actuator 52 is an example of the low speed stage actuator of the present disclosure, and when the hydraulic oil is supplied to the hydraulic chamber 52A from the second oil supply/discharge line 92, the second sleeve 42B is connected to the input/output main gear 34A side. When the hydraulic oil is supplied to the hydraulic chamber 52B from the fifth oil supply/discharge line 95, the second sleeve 42B is moved to the first output main gear 35A side (the rear side in FIG. 1). ) To shift.

The third oil supply/discharge line 93 is connected to the hydraulic chamber 53B of the third actuator 53. The eighth oil supply/discharge line 98 is connected to the hydraulic chamber 53A of the third actuator 53.

When hydraulic oil is supplied to the hydraulic chamber 53B from the third oil supply/discharge line 93, the third actuator 53 shifts the third sleeve 43B to the third input sub gear 33B side (rear side in FIG. 1), When the hydraulic oil is supplied to the hydraulic chamber 53A from the eighth oil supply/discharge line 98, the third sleeve 43B is shifted to the second input sub gear 32B side (front side in FIG. 1).

The fourth oil supply/discharge line 94 is connected to the hydraulic chamber 54A of the fourth actuator 54. The seventh oil supply/discharge line 97 is connected to the hydraulic chamber 54B of the fourth actuator 54.

The fourth actuator 54 is an example of the low speed stage actuator of the present disclosure, and when hydraulic oil is supplied to the hydraulic chamber 54A from the fourth oil supply/discharge line 94, the fourth sleeve 44B moves to the second output main gear 36A. When the hydraulic oil is supplied to the hydraulic chamber 54B from the seventh oil supply/discharge line 97, the fourth sleeve 44B is moved to the third output main gear 37A side (rear of FIG. 1). Shift).

FIG. 3 is a functional block diagram showing the control unit 100 and related peripheral configurations.

The control unit 100 (control means of the present disclosure) performs various controls of the engine 2, the dual clutch device 10, the synchronization devices 41 to 44, etc., and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM ( Random Access Memory), input port, output port, etc.

The control unit 100 also has an automatic shift control unit 110 and a downshift control unit 120 as a part of functional elements. In the present embodiment, these functional elements are described as being included in the control unit 100, which is an integral piece of hardware, but any one of them may be provided in separate pieces of hardware.

The automatic shift control unit 110 executes automatic shift control for shifting the transmission mechanism 30 up or down to an appropriate shift stage based on the operating state of the engine 2, the running state of the vehicle, and the like.

More specifically, the memory of the control unit 100 stores a shift change map (not shown) that is referred to based on the fuel injection amount Q and the vehicle speed V. The automatic shift control unit 110 specifies an appropriate shift stage by referring to the shift change map based on the sensor values input from the accelerator opening sensor 210 and the vehicle speed sensor 220, and determines the dual clutch device 10 and the synchronizing device. By operating 41 to 44 and the like, the dual clutch transmission 1 is shifted to an appropriate gear.

Hereinafter, the power transmission path of each shift stage established by the automatic shift control of the automatic shift control unit 110 will be described with reference to FIGS.

FIG. 4 shows the power transmission path of the first speed stage. In the case of the first speed, the first synchronizing mechanism 41 connects the first input shaft 21 and the input/output main gear 34A, and the third synchronizing mechanism 43 connects the second counter shaft 24 and the first counter shaft 23. The fourth synchronizing mechanism 44 connects the second output main gear 36A and the output shaft 25 to bring the first clutch 11 into a contact state.

That is, the power of the engine 2 is the first clutch 11→the first input shaft 21→the first synchronizing mechanism 41→the input/output gear train 34→the second counter shaft 24→the third synchronizing mechanism 43→the first counter shaft 23→the first counter shaft 23. The power is transmitted in the order of the second output gear train 36, the fourth synchronizing mechanism 44, and the output shaft 25, whereby the power transmission path of the first speed stage is established.

FIG. 5 shows the power transmission path of the second speed stage. In the case of the second speed, the fourth output mechanism 25 is connected to the second output main gear 36A by the fourth synchronization mechanism 44, and the second clutch 12 is brought into the contact state.

That is, the power of the engine 2 is transmitted in the order of the second clutch 12, the second input shaft 22, the first input gear train 31, the first counter shaft 23, the second output gear train 36, the fourth synchronizing mechanism 44, and the output shaft 25. As a result, the power transmission path for the second speed is established.

FIG. 6 shows the power transmission path of the third speed stage. In the case of the third speed, the first input shaft 21 and the input/output main gear 34A are connected (pre-shifted at the second speed) by the first synchronizing mechanism 41, and the first output main gear 35A and the output are output by the second synchronizing mechanism 42. The shaft 25 is connected (pre-shifted at the second speed) and the first clutch 11 is brought into a contact state.

That is, the power of the engine 2 is the first clutch 11→the first input shaft 21→the first synchronizing mechanism 41→the input/output gear train 34→the second counter shaft 24→the first output gear train 35→the second synchronizing mechanism 42→ By being transmitted in the order of the output shaft 25, the power transmission path of the third speed stage is established.

FIG. 7 shows the power transmission path of the fourth speed stage. In the case of the fourth speed, the third counter mechanism 23 couples the first counter shaft 23 and the second counter shaft 24 (pre-shift at the third speed), and the second counter mechanism 42 outputs the first output main gear 35A and The shaft 25 is connected (held at the third speed), and the second clutch 12 is brought into a contact state.

That is, the power of the engine 2 is the second clutch 12, the second input shaft 22, the first input gear train 31, the first counter shaft 23, the third synchronizing mechanism 43, the second counter shaft 24, and the first output gear train 35. The power is transmitted in the order of the second synchronizing mechanism 42 and the output shaft 25 to establish the power transmission path of the fourth speed.

FIG. 8 shows the power transmission path of the fifth speed stage. In the case of the fifth speed, the first input shaft 21 and the third input main gear 33A are connected (pre-shifted in the fourth speed) by the first synchronizing mechanism 41, and the first output main gear 35A is connected by the second synchronizing mechanism 42. The output shaft 25 is connected (held at the fourth speed), and the first clutch 11 is brought into a contact state.

That is, the power of the engine 2 is the first clutch 11, the first input shaft 21, the first synchro mechanism 41, the third input gear train 33, the second counter shaft 24, the first output gear train 35, and the second synchro mechanism 42. →The power is transmitted in the order of the output shaft 25 to establish the power transmission path of the fifth speed.

FIG. 9 shows a power transmission path of the sixth speed stage. In the case of the sixth speed, the third output main gear 37A and the output shaft 25 are connected (pre-shifted at the fifth speed) by the fourth synchronizing mechanism 44, and the second clutch 12 is brought into a contact state.

That is, the power of the engine 2 is in the order of the second clutch 12, the second input shaft 22, the first input gear train 31, the first counter shaft 23, the third output gear train 37, the fourth synchro mechanism 44, and the output shaft 25. By being transmitted, the 6th speed power transmission path is established.

FIG. 10 shows a power transmission path of the 7th speed stage. In the case of the 7th speed, the first input shaft 21 and the input/output main gear 34A are connected (pre-shifted at the 6th speed) by the first synchronizing mechanism 41, and the input/output main gear 34A and the output shaft are output by the second synchronizing mechanism 42. The first input shaft 21 and the output shaft 25 are directly connected to each other by connecting (pre-shifting at the sixth speed) with 25 and bringing the first clutch 11 into a contact state.

That is, the power of the engine 2 is transmitted in the order of the first clutch 11, the first input shaft 21, the first synchronizing mechanism 41, the input/output main gear 34A, the second synchronizing mechanism 42, and the output shaft 25, so that the seventh speed is achieved. The power transmission path of the stage is established.

FIG. 11 shows a power transmission path of the eighth gear. In the case of the eighth gear, the third counter mechanism 23 couples the first counter shaft 23 and the second counter shaft 24 (pre-shift at the seventh gear) and the second synchronizer mechanism 42 connects the input/output main gear 34A and the output shaft. 25 is connected (held at the 7th speed) and the second clutch 12 is brought into a contact state.

That is, the motive power of the engine 2 is the second clutch 12→the second input shaft 22→the first input gear train 31→the first counter shaft 23→the third synchronizing mechanism 43→the second counter shaft 24→the input/output gear train 34→ By transmitting power in the order of the second synchronizing mechanism 42 and the output shaft 25, the power transmission path of the eighth speed stage is established.

FIG. 12 shows a power transmission path of the ninth speed stage. In the case of the ninth speed, the first input shaft 21 and the third input main gear 33A are connected (pre-shifted at the eighth speed) by the first synchronizing mechanism 41, and the input/output main gear 34A and the output are output by the second synchronizing mechanism 42. The shaft 25 is connected (maintained at the eighth speed), and the first clutch 11 is brought into a contact state.

That is, the power of the engine 2 is the first clutch 11→the first input shaft 21→the first synchronizing mechanism 41→the third input gear train 33→the second counter shaft 24→the input/output gear train 34→the second synchronizing mechanism 42→ By being transmitted in the order of the output shaft 25, the power transmission path of the ninth speed stage is established.

Returning to FIG. 3, the failure downshift control unit 120 causes a failure in any of the first proportional valve 62, the second proportional valve 63, the first switching valve 64, and the second switching valve 65 while the vehicle is traveling, When the supply of hydraulic oil to the actuators 51 to 54 via the oil supply/drain lines 91 to 98 partially fails, when the driver turns on the operation switch 130 after the vehicle is stopped, the transmission mechanism is changed. Shift down control at the time of failure is executed to forcibly shift down 30 to the start stage (2nd speed) or the gear stage on the low speed side (3rd to 5th speed).

Table 1 below shows a specific relationship between the failure modes of the valves 62 to 65 and the normal/inoperable states of the oil supply/discharge lines 91 to 98. In Table 1, “◯” indicates a normal state in which hydraulic oil can be supplied, and “x” indicates a malfunction state in which hydraulic oil cannot be supplied.

In the first and second proportional valves 62 and 63, "short circuit" is not defined as a failure mode, because the proportional valves 62 and 63 are provided with a protection circuit (not shown), and a short circuit occurs. This is because the protection circuit forcibly brings it into the OFF state (disconnection state). Therefore, in the following, the “break” of the first and second proportional valves 62, 63 includes “short circuit”.

表１に示すように、第１比例バルブ６２に「断線」が発生した場合、油給排ライン９１〜９４は「機能不全」となるが、油給排ライン９５〜９８は「正常」に維持される。第２比例バルブ６３に「断線」が発生した場合、油給排ライン９５〜９８は「機能不全」となるが、油給排ライン９１〜９４は「正常」に維持される。

As shown in Table 1, when the “proportional disconnection” occurs in the first proportional valve 62, the oil supply/discharge lines 91 to 94 are “dysfunctional”, but the oil supply/discharge lines 95 to 98 are kept “normal”. To be done. When the “proportional disconnection” occurs in the second proportional valve 63, the oil supply/discharge lines 95 to 98 become “dysfunctional”, but the oil supply/discharge lines 91 to 94 are maintained “normal”.

When the "switch break" occurs in the first switching valve 64, the oil supply/discharge lines 93, 94, 97, 98 become "dysfunctional", but the oil supply/discharge lines 91, 92, 95, 96 become "normal". Maintained. When a “short” occurs in the first switching valve 64, the oil supply/discharge lines 91, 92, 95, 96 become “dysfunctional”, but the oil supply/discharge lines 93, 94, 97, 97 become “normal”. Maintained.

When the "switch break" occurs in the second switching valve 65, the oil supply/discharge lines 92, 94, 96, 98 become "dysfunctional", but the oil supply/discharge lines 91, 93, 95, 97 become "normal". Maintained. When the "short circuit" occurs in the second switching valve 65, the oil supply/discharge lines 91, 93, 95, 97 become "dysfunctional", but the oil supply/discharge lines 92, 94, 96, 98 become "normal". Maintained.

As described above, when the failure of each of the valves 62 to 65 and the normality/dysfunction of each of the lines 91 to 98 are summarized, as shown by the thick line in Table 1, a failure occurs in any one of the valves 62 to 65. Even so, either one of the fourth oil supply/discharge line 94 or the fifth oil supply/discharge line 95 is kept "normal" in which the hydraulic oil can be supplied.

That is, the hydraulic oil circuit 60 is configured so that even if any one of “break” in the first proportional valve 62, “break” in the first switching valve 64, and “break” in the second switching valve 65 occurs, the second proportional valve The hydraulic oil can be supplied from 63 to the fourth oil supply/discharge line 94 via the first spool valve 66 and the second spool valve 67.

In addition, the hydraulic oil circuit 60 is configured so that even if any one of “break” in the second proportional valve 63, “short” in the first switching valve 64 and “short” in the second switching valve 65 occurs, the first proportional valve The working oil can be supplied from 62 to the fifth oil supply/discharge line 95 via the first spool valve 66 and the third spool valve 68.

In the present embodiment, the fourth oil supply/discharge line 94 is a line that supplies hydraulic oil to the fourth actuator 54, and the fourth actuator 54 connects the second output main gear 36A for the start stage and the output shaft 25. It is an actuator that shifts the fourth sleeve 44B of the fourth synchronization mechanism 44 to be coupled to the second output main gear 36A side.

The fifth oil supply/discharge line 95 is a line that supplies hydraulic oil to the second actuator 52, and the second actuator 52 connects the first output main gear 35A on the low speed stage side with the output shaft 25. It is an actuator that shifts the second sleeve 42B of the two-synchronization mechanism 42 to the first output main gear 35A side.

The downshift control unit 120 at the time of failure causes the first proportional valve 62 to be “disconnected”, the first switching valve 64 to be “disconnected”, and the second switching valve 65 to be operated while the vehicle is traveling at the sixth speed (see FIG. 9). If any of the "breakages" occurs, hydraulic oil is supplied to the fourth oil supply/discharge line 94 to shift the fourth sleeve 44B of the fourth synchronizer 44 to the second output main gear 36A side. Then, the second output gear train 36 for the start stage is switched to the coupled state with the output shaft 25.

As a result, the power transmission path of the second speed (see FIG. 5) or the first speed (see FIG. 4) is established, and the vehicle can be reliably restarted at any of these speeds. Become.

Further, the downshift control unit 120 at the time of failure is configured to operate the first proportional valve while the vehicle is traveling in the seventh speed (see FIG. 10), the eighth speed (see FIG. 11), or the ninth speed (see FIG. 12). In the case where a failure occurs in either 62, “break”, the first switching valve 64, “break”, or the second switching valve 65, “break”, hydraulic oil is supplied to the fourth oil supply/discharge line 94. Then, the fourth sleeve 44B of the fourth synchronizer 44 is shifted to the second output main gear 36A side, and the second output gear train 36 for the start stage is switched to the connected state with the output shaft 25.

As a result, the power transmission path of the second speed (see FIG. 5) or the first speed (see FIG. 4) is established, and the vehicle can be reliably restarted at any of these speeds. Become.

Further, the downshift control unit 120 at the time of failure is configured to control the second proportional valve while the vehicle is traveling in the seventh speed (see FIG. 10), the eighth speed (see FIG. 11), or the ninth speed (see FIG. 12). In the event of a failure of 63 for "break", first switching valve 64 for "short circuit", or second switching valve 65 for "short circuit", hydraulic oil is supplied to the fifth oil supply/discharge line 95. Then, the second sleeve 42B of the second synchronizer 42 is shifted and moved to the first output main gear 35A side, and the first output gear train 35 on the low speed stage side is switched to the coupling state with the output shaft 25.

As a result, the power transmission path of the third speed (see FIG. 6), the fourth speed (see FIG. 7), or the fifth speed (see FIG. 8) is established, and at any of these speeds. The vehicle can be effectively restarted.

That is, while the vehicle is running in the 7th speed, the 8th speed, or the 9th speed, the first proportional valve 62 is “open”, the second proportional valve 63 is “open”, and the first switching valve 64 is “open”. ”/“Short”, and the second switching valve 65 is configured to be able to reliably shift down to a low speed stage even if a failure of “Open”/“Short” occurs.

FIG. 13 is a flowchart illustrating the flow of processing of downshift control during failure according to the present embodiment. This routine is started at the same time when the vehicle is running, for example.

In step S100, among the valves 62 to 65, the first proportional valve 62 is “open”, the second proportional valve 63 is “open”, the first switching valve 64 is “open”, and the first switching valve 64 is “short-circuited”. It is determined whether or not a failure has occurred in the second switching valve 65, that is, "disconnection" and that the second switching valve 65 has a "short circuit". If any failure has occurred (Yes), this control proceeds to step S110, and if no failure has occurred (No), this control repeats the determination processing of step S100.

In step S110, it is determined whether the vehicle has stopped. If the vehicle has stopped (Yes), the control proceeds to step S120. If the vehicle has not stopped (No), the control repeats the determination process of step S110.

In step S120, it is determined whether the driver has turned on the operation switch 130. When the ON operation is performed (Yes), the control proceeds to step S130, and when the ON operation is not performed (No), the control repeats the determination process of step S120.

In step S130, downshift control at the time of failure is executed. Specifically, as described above, when the vehicle travels at the sixth speed, the seventh speed, the eighth speed, and the ninth speed, the first proportional valve 62 is “open” and the first switching valve 64 is “open”. When any failure of the “switch break” occurs in the second switching valve 65, the hydraulic oil is supplied to the fourth oil supply/discharge line 94, and the second output gear train 36 for the start stage is connected to the output shaft 25. By switching to the coupled state, the vehicle can be started at either the second speed or the first speed. On the other hand, during traveling in the 7th speed, 8th speed, and 9th speed, either the second proportional valve 63 is "open", the first switching valve 64 is "short", or the second switching valve 65 is "short". If a failure occurs, the operating oil is supplied to the fifth oil supply/discharge line 95 and the first output gear train 35 on the low speed stage side is switched to the connected state with the output shaft 25, whereby the third speed stage or The vehicle can be started at any of the 4th speed and the 5th speed.

In step S140, it is determined whether the target gear train 35 or 36 and the output shaft 25 are completely coupled. Whether or not the coupling is completed may be detected by a stroke sensor or a detent sensor (not shown). When the coupling is completed (Yes), this control is then returned.

According to the present embodiment described in detail above, the hydraulic oil circuit 60 connects the second output gear train 36 for the starting stage with the output shaft 25 even if some of the valves 62 to 65 fail. A fourth oil supply/discharge line 94 for supplying hydraulic oil to the fourth actuator 54, or a fifth oil supply/discharge line for supplying hydraulic oil to the second actuator 52 that connects the first output gear train 35 on the low speed stage side to the output shaft 25. One of the lines 94 and 95 is configured to be normally maintained. Further, when a failure occurs in some of the valves 62 to 65 while the vehicle is traveling, the downshift control unit 120 at the time of failure causes one of the fourth oil supply/discharge line 94 or the fifth oil supply/discharge line 95 to operate. By supplying hydraulic oil, a downshift control at the time of failure is performed to switch either the second output gear train 36 for the start stage or the first output gear train 35 on the low speed stage side to the coupling state with the output shaft 25. Is configured.

As a result, even if some of the valves 62 to 65 are out of order, the shift speed is appropriately shifted down to the low speed side, and the vehicle can be reliably started. Further, since the vehicle can be restarted, it is possible to effectively prevent a road failure in which the vehicle cannot run on the road.

It should be noted that the present disclosure is not limited to the above-described embodiment, and may be appropriately modified and implemented without departing from the spirit of the present disclosure.

For example, the gear arrangement of the transmission mechanism 30 is not limited to the illustrated example, and other gear arrangements may be used. Further, although the dual clutch device 10 has been described as an example of the clutch for connecting and disconnecting the power between the engine 2 and the speed change mechanism 30, other clutch devices such as a single clutch device may be used. The clutch device is not limited to the wet clutch, but may be a dry clutch, and may be either a multi-plate clutch or a single-plate clutch.

Further, although each of the actuators 51 to 54 has been described by taking a hydraulic actuator as an example, it may be another fluid type actuator such as an air type.

Further, the vehicle has been described as including the engine 2 as a driving force source, but may be a vehicle including a driving force source other than the engine 2, such as a hybrid vehicle that uses the engine 2 and a motor together.

1 Dual clutch transmission (automatic transmission)
2 engine (driving force source)
10 Dual Clutch Device 11 1st Clutch 12 2nd Clutch 21 1st Input Shaft 22 2nd Input Shaft 23 1st Counter Shaft 24 2nd Counter Shaft 25 Output Shaft 30 Transmission Mechanism 31 1st Input Gear Train 32 2nd Input Gear Train 33 Third input gear train 34 Input/output gear train 35 First output gear train (shift gear train on the low speed stage side)
36 Second output gear train (shift gear train on the low speed side)
37 3rd output gear train 41 1st synchronizer 42 2nd synchronizer 43 3rd synchronizer 44 4th synchronizer 51 1st actuator 52 2nd actuator (low speed stage actuator)
53 Third Actuator 54 Fourth Actuator (Low Speed Stage Actuator)
60 hydraulic oil circuit (working fluid circuit)
62 First proportional valve
63 Second proportional valve
64 1st switching valve (valve)
65 Second switching valve (valve)
100 control unit 110 automatic shift control unit 120 downshift control at the time of failure (control means)

Claims (2)

An automatic transmission that transmits power from a drive power source of a vehicle to drive wheels,
A transmission mechanism including a plurality of transmission gear trains capable of switching between a coupled state in which power of the driving force source is transmitted to the drive wheels and a non-coupled state in which power of the driving force source is not transmitted to the drive wheels.
A plurality of synchronizers having a sleeve engageable with the transmission gear train by shift movement, and selectively switching the transmission gear train to the coupling state or the non-coupling state;
A plurality of actuators for shifting the sleeve,
A working fluid circuit having a flow path for supplying working fluid to the actuator and including a plurality of valves capable of switching the flow path of the working fluid,
Control means for controlling the operation of the valve to control the supply of the working fluid to the actuator,
The working fluid circuit switches the shift gear train on the low speed stage side of the plurality of shift gear trains, which is capable of starting the vehicle, to the coupled state even if a failure occurs in some of the plurality of valves. It is configured to be able to supply working fluid to the low speed stage actuator that shifts the sleeve of the synchronizer.
When a failure occurs in some of the plurality of valves, the control means supplies a working fluid to the low speed stage actuator to switch the low speed stage side shift gear train to the coupled state. An automatic transmission characterized by performing the following. The speed change mechanism includes, as the low speed stage side shift gear train, a start stage shift gear train, and a low speed stage shift gear train having a gear ratio smaller than that of the start stage shift gear train,
The plurality of synchronizers include a start stage synchronizer that selectively switches the start stage shift gear train to the coupled state or the uncoupled state, and the low shift stage side shift gear train to the coupled state or the uncoupled state. And a low-speed stage synchronizer for selectively switching to a state,
The plurality of actuators include a starting stage actuator that shifts the sleeve of the starting stage synchronizing device, and a low speed stage side actuator that shifts the sleeve of the low speed stage side synchronizing device,
The working fluid circuit is configured to be able to supply working fluid to either one of the start stage actuator or the low speed stage side actuator even if a failure occurs in some of the plurality of valves. And
When a failure occurs in some of the plurality of valves, the control means supplies a working fluid to either one of the start stage actuator or the low speed stage side actuator, and the start stage shift gear. The automatic transmission according to claim 1, wherein the downshift control is executed by switching a train or the low-speed gear train to the coupling state.

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