KR100357744B1 - Shock-improvement method of continuously variable transmission for vehicle - Google Patents

Abstract

The present invention relates to a shock improving method of a continuously variable speed vehicle using clutch backup control, comprising a pair of variable inner diameter primary pulleys (21) and secondary pulleys (22), and a belt (27) connected to and applied between them. In order to change the connection inner diameter of the primary pulley 21, the variable diameter of the connection of the dessic motor 31 and the secondary pulley 22, which controls the relative separation of the variable pulley 25, may be changed. Composed of a torque cam 40 and a spring 41 to perform a change in the inner diameter, the decimotor 31 and the electromagnetic powder clutch 13 is the engine speed, the vehicle speed, the position of the shift lever, the throttle valve In the continuously variable transmission (10) is controlled by a transmission control unit (TCU) in response to an external signal such as the degree of opening of the control unit (ICU); When entering the backup mode after the error determination of the electronic powder clutch, upon self-recovery, the current of the electronic powder clutch can be sensed to perform normal control, and the current control limit value and the actual target value that can detect the current of 1A or more are set. ; In case of self-recovery, the transmission control unit (TCU) is further provided with a logic circuit that can smoothly increase the current of the electromagnetic powder clutch so as to enter the actual target value control instead of the current limit value when sensing a current of 1A or more.

Description

Shock-improvement method of continuously variable transmission for vehicle using clutch backup control

The present invention relates to a shock improving method of a continuously variable transmission vehicle using a clutch backup control, and more particularly, to prevent the shock phenomenon of the vehicle that may be caused by abnormal or wiring failure of the parts related to the powder clutch widely used in the continuously variable transmission. I would have to.

The transmission of the car is divided into a continuously variable transmission and a stepped transmission, and the stepped transmission has a power that increases in proportion to the increase in engine rotation, and the torque characteristic is small at low speeds and exhibits maximum torque in the medium speed range. By using the multi-stage transmission, the driving ratio is secured by changing the reduction ratio according to the driving situation.

In the case of the stepped transmission as described above, there is an inconvenience in that the driver needs to switch from the low stage to the high stage and the high stage to the low stage by directly determining the operation and shifting time of the clutch according to the stepwise situation.

In the case of automatic transmission, even if torque is obtained by using torque converter, it becomes a gradual driving force characteristic like manual, and in case of torque converter, it has a disadvantage that it is remarkably inferior to manual transmission in terms of acceleration or fuel economy due to slip torque. There are problems such as a considerable shift shock remaining.

Developed continuously to overcome the disadvantages of the manual transmission and the automatic transmission as described above is a continuously variable transmission (continuously variable transmission).

The continuously variable transmission is designed to continuously change the speed ratio, so that it can be smoothly and high-performance using only the highest output of the engine, and can perform low fuel consumption in urban running, and there is no shift time or shift speed, so that no shock is generated. It can be close to and has the characteristics to achieve it.

Such a continuously variable transmission;

The belt and pulley are combined to be divided into belt type and traction drive type. A typical example of the belt type continuously variable transmission is as follows.

The belt-type continuously variable transmission includes a clutch mechanism for receiving engine power, a forward and reverse switching mechanism, and a belt pulley mechanism for continuously variable transmission.

The belt pulley mechanism is composed of a primary pulley fixed on the input shaft and a secondary pulley fixed on the output shaft, each pulley is fixed on the input shaft and the output shaft and fixed with the input shaft and the output shaft to rotate together;

Sliding movement in the axial direction of the input shaft and the output shaft is divided into a variable pulley for varying the width of the pulley.

The variable pulley on the input shaft is controlled by a transmission control unit (TCU) that is synchronized with the ECU to receive external signals such as engine speed, vehicle speed, position of the shift lever, and opening degree of the throttle valve. Is made by.

When the variable pulley of the primary pulley is changed by the variable means, the variable pulley on the output shaft is also variable corresponding to the variable width of the variable pulley on the input shaft by the same or different variable means.

When the width of the primary pulley is widened by the variable pulleys, the width of the secondary pulley is narrowed, so that the low speed shift is made. It happens naturally.

The variable means for varying the variable pulley of the primary pulley is a variable pulley on the input shaft using a DC motor and the variable pulley on the output shaft corresponding to the variable width of the variable pulley on the input shaft using a torque cam and a spring. It can be changed by the pressure of spring and belt.

The continuously variable transmission 10 will be described in detail with reference to the drawings of FIGS. 1 to 6 as follows.

It is located on one side of the case 11 is connected to the electromagnetic powder clutch 13 and the electromagnetic powder clutch 13 to receive the power of the engine 12, the forward and reverse switching mechanism 14 is made of a plurality of gear body, The input shaft 15 and the floating force transmission mechanism 16 connected to the forward and backward switching mechanism 14, the final reducer 18 and the differential connected to the output shaft 17 and the floating force transmission mechanism 16. Gear 19 and the like.

The input shaft 15 and the output shaft 17 are provided with a primary pulley 21 and a secondary pulley 22;

Each of the pulleys 21 and 22 may vary in width while sliding in the axial directions of the fixed pulleys 23 and 24 and the input shaft 15 and the output shaft 17 fixed to the input shaft 15 and the output shaft 17. It consists of variable pulleys 25 and 26.

A belt 27 is connected to the pulleys 21 and 22 to transmit the power of the input shaft 15 to the output shaft 17, and the power of the tire 30 is continuously shifted according to the width of the pulleys 21 and 22 that are variable. Final delivery.

The variable pulley 25 on the input shaft 15 has a driven gear 34 through a drive gear 32 and a plurality of intermediate gears 33 fixed to the shaft of the desciter 31 installed on the case 11. Is delivered to.

On the inside of the driven gear 34 and the rear of the input shaft 15, the slide 35 fixed on the case 11 forms a screw 36 so that the driven gear ( 34 moves in the front and rear directions of the slide 35 so that the variable pulley 25 is slid in the axial direction of the input shaft 15 to vary the width.

The variable pulley 26 on the output shaft 17 has a torque cam 40 and a spring 41 interposed therebetween by the force of the spring 41 and the pressing force of the belt according to the width of the primary pulley 21 which is variable. The width is varied corresponding to the hair pulley 21.

The forward and backward switching mechanism 14 is connected to the selector lever provided in the driver's seat to select forward and backward,

In the case of the floating force transmission mechanism 16, the two-way running clutch is configured to drive the engine directly through the output shaft 17 and the final reducer 18 without transmitting the power of the engine to the input shaft 15 during initial start-up. After the oscillation, it is configured to be transmitted to the tire via the input shaft 15 and the output shaft 17 and the final reducer 18.

The decipher motor 31 and the clutch are controlled by a transmission control unit (TCU) that is synchronized with the ECU to receive external signals such as engine speed, vehicle speed, shift lever position, and opening degree of the throttle valve. It is a controlled configuration.

Conventionally, as in FIG. 8;

If the electronic powder clutch is turned off due to a faulty part of the electronic powder clutch or a poor wiring relationship, the transmission control unit (TCU) detects the terminal voltage of the electronic powder clutch and makes an error determination. You will enter mode.

As described above, when the abnormal state is released by itself, such as contact with a broken wire after switching to the backup mode, the transmission control unit (TCU) is operated so that the driver can run without a separate operation state. In this case only the warning lamp lights up.

At this time, the control of the electronic powder clutch enters the backup mode for the transmission control unit (TCU) to perform normal control according to the driving conditions of the vehicle.

However, in fact, the electronic powder clutch related parts and wiring are abnormal, and when the electronic powder clutch is turned off and detects that current flows in the electronic powder clutch more than 1A, the backup mode is terminated. Will return.

Problems of the prior art as described above;

When the electric powder clutch is turned on due to self-return while the electronic powder clutch is turned off due to error determination, when the current control value of the electronic powder clutch inside the transmission control unit (TCU) becomes 2A or more, the electronic powder clutch is rapidly coupled. This can cause considerable shock.

In particular, when the abnormal state is intermittently made contact and short circuit due to the wiring, such a shock phenomenon occurs intermittently at each short circuit and contact, and thus the driving performance of the vehicle is lowered, and the ride comfort is also reduced.

In order to improve the above-mentioned shock phenomenon, it is necessary to stop the vehicle, turn off the ignition key, and then turn it on again.

Since most drivers do not know these methods, they tend to drive while accepting the shock phenomenon, and there are various problems such as enormous cost burden for post-maintenance.

Accordingly, the present invention has been invented to solve the above problems, and when entering into the backup mode after error determination, the electronic powder clutch from the current control limit to the actual target control value is smoothly raised during normal return to eliminate the shock phenomenon. The purpose of the present invention is to improve driving performance and ride comfort, and to contribute to driver's driving comfort.

1 is a block diagram of a control system of a continuously variable transmission for explaining the present invention.

2 is a cross-sectional configuration diagram of a continuously variable transmission for explaining the present invention.

3 is a perspective view of main parts of a continuously variable transmission for explaining the present invention;

4 is a diagram showing the configuration of a continuously variable transmission for explaining the present invention.

5 is a control system input and output configuration diagram of a continuously variable transmission for explaining the present invention.

6 is a power clutch control configuration diagram of a continuously variable transmission for explaining the present invention.

7 is a graph showing a clutch backup control state to which the technique of the present invention is applied.

8 is a graph showing a clutch control state to which the prior art is applied.

* Description of the symbols used in the main parts of the drawings *

10; Continuously variable transmission

13; Electro Powder Clutch

Hereinafter, a method of a preferred embodiment of the present invention for achieving the above object with reference to the accompanying drawings as follows.

1 is a block diagram of a control system of a continuously variable transmission for explaining the present invention, FIG. 2 is a sectional configuration diagram of a continuously variable transmission for explaining the present invention, FIG. 3 is a perspective view of a main portion of the continuously variable transmission for explaining the present invention, and FIG. 5 is a diagram of a continuously variable transmission for explaining the present invention, FIG. 5 is a control system input and output configuration diagram for a continuously variable transmission for explaining the present invention, and FIG. 6 is a power clutch control configuration for a continuously variable transmission for explaining the present invention. Fig. 7 is described together as a graph showing the clutch backup control state to which the technique of the present invention is applied.

A primary pulley 21 and a secondary pulley 22 having a pair of variable inner diameters, and a belt 27 that is connected and connected between the primary pulley 21 and the secondary pulley 22, and the primary pulley This is performed by adjusting the relative spacing of the variable pulley 25 separated by the de-motor 31 for varying the connection inner diameter of (21).

The tension of the belt 27 is continuously maintained by varying the connection inner diameter of the secondary pulley 22 by the pressing force of the torque cam 40 and the spring 41 in response to the change of the inner diameter of the primary pulley 21. The continuously variable transmission 10 is configured to allow this to be applied so as to continuously change the power of the engine.

The desci motor 31 and the electromagnetic powder clutch 13 receive a external control signal such as engine speed, vehicle speed, shift lever position, opening degree of the throttle valve, and the like. TCU) is a configuration controlled.

In the present invention, the instantaneous ON of the electronic powder clutch that may occur when an error determination occurs in the transmission control unit (TCU) that controls the electronic powder clutch 13 in response to the information of the sensor part of the control system of the continuously variable transmission 10. It is further provided with a logic circuit which can reduce the shock which may be caused by / OFF through backup control.

The logic circuit can perform normal control to detect the current of the electronic powder clutch when returning to its own mode when it enters the backup mode after the error of the electronic powder clutch is determined, and the current control limit capable of detecting a current of 1 A or more. Set it.

When detecting a current of 1A or more during self-return, it is preferable to set the current of the electronic powder clutch to be smoothly increased so that the actual target value can be controlled instead of the current limit value.

The present invention as described above;

If there is an error in the parts or wiring of the electronic powder clutch, if there is an error judgment, the warning lamp is turned on and the backup mode is entered.

After the above error determination, if the related parts and the wiring are normally returned by themselves, the transmission control unit (TCU) performs the normal control of the electronic powder clutch, not the OFF mode.

In this process, by detecting the current of the electronic powder clutch by the only circuit further provided to control the electronic powder clutch in the transmission control unit (TCU), the lighted warning light goes out.

At the same time, it is recognized that the sensed current does not flow over the control limit value, thereby smoothly increasing the current of the electromagnetic powder clutch at the preset conversion speed from the control limit value to the actual target value control.

As described above, when the current of the electronic powder clutch is smoothly increased, when the current rises to the actual target value, the backup mode is naturally terminated.

The present invention as described above, it is possible to prevent the shock phenomenon caused by the sudden ON / OFF of the electronic powder clutch when the self-return after the error determination of the electronic powder clutch.

As described above, the present invention smoothly elevates the electromagnetic powder clutch from the current control limit value to the actual target control value during the normal return when entering the backup mode after the error determination of the electronic powder clutch so as to eliminate the shock phenomenon. It has many effects to improve riding comfort.

Claims (1)

A pair of variable inner diameter primary pulleys 21 and secondary pulleys 22; A belt 27 connected between the primary pulley 21 and the secondary pulley 22; Desimator (31) for controlling the relative spacing of the variable pulley (25) in order to change the connection inner diameter of the primary pulley (21); A torque cam (40), a spring (41), and the like, which perform a change in the connection inner diameter of the secondary pulley (22) in response to a change in the inner diameter of the primary pulley (21); The desci motor 31 and the electromagnetic powder clutch 13 receive a external control signal such as engine speed, vehicle speed, shift lever position, opening degree of the throttle valve, and the like. A continuously variable transmission (10) controlled by a TCU; The transmission control unit (TCU) for controlling the electronic powder clutch of the continuously variable transmission (10) is further provided with a logic circuit that can reduce the shock that can occur when the self-release error determination through the backup control; The logic circuit detects the current of the electronic powder clutch when it enters the backup mode after determining the error of the electronic powder clutch so that the normal control can be performed, and the current control limit and the actual target value that can sense the current of 1A or more. Set up; A method for improving the shock of a continuously variable speed vehicle using clutch backup control, wherein the current of the electromagnetic powder clutch can be smoothly increased so as to enter the actual target value control instead of the current limit value when detecting a current of 1 A or more during self-return.